Cessna 162 Skycatcher Aircraft Pilot. Operating Handbook (2009)

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

PREFLIGHT INSPECTION (Continued)

8 NOSE (Continued)

WARNING

IF, AFTER REPEATED SAMPLING, EVIDENCE OF

CONTAMINATION STILL EXISTS, THE AIRPLANE

SHOULD NOT BE FLOWN. TANKS SHOULD BE

DRAINED AND SYSTEM PURGED BY QUALIFIED

MAINTENANCE PERSONNEL. ALL EVIDENCE OF

CONTAMINATION MUST BE REMOVED BEFORE

FURTHER FLIGHT.

9. Fuselage Fuel Sump Quick Drain Valve (bottom center rear of

engine cowling) - DRAIN

Drain at least a cupful of fuel (using sampler cup) from valve to

check for water, sediment, and proper fuel grade before each

flight and after each refueling. If water is observed, take further

samples until clear and then gently rock wings and lower tail to

the ground to move any additional contaminants to the sampling

points. Take repeated samples from all fuel drain points,

including the fuel strainer and fuel sump valve, until all

contamination has been removed. If contaminants are still

present, refer to WARNING below and do not fly the airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard,

or damage to the environment.

WARNING

IF, AFTER REPEATED SAMPLING, EVIDENCE OF

CONTAMINATION STILL EXISTS, THE AIRPLANE

SHOULD NOT BE FLOWN. TANKS SHOULD BE

DRAINED AND SYSTEM PURGED BY QUALIFIED

MAINTENANCE PERSONNEL. ALL EVIDENCE OF

CONTAMINATION MUST BE REMOVED BEFORE

FURTHER FLIGHT.

10. Static Source Opening (left side of fuselage) - CHECK (verify

opening is clear)

7-12

U.S.

162PHUS-00

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

BEFORE STARTING ENGINE

1. Preflight Inspection - COMPLETE

2. Passenger Briefing - COMPLETE

3. Rudder Pedals - ADJUST

4. Seat Belts - ADJUST and SECURE

5. Cabin Doors - AS DESIRED

6. Brakes - TEST and SET

7. Circuit Breakers - CHECK IN

8. Electrical Equipment - OFF

9. AVN MASTER Switch - OFF

CAUTION

THE AVIONICS MASTER SWITCH MUST BE OFF

DURING ENGINE START TO PREVENT POSSIBLE

DAMAGE TO AVIONICS.

10. FUEL SHUTOFF Valve - ON (push full in)

STARTING ENGINE (With Battery)

IF FUEL PRIMER CONTROL INSTALLED

1. FUEL PRIMER Control - AS REQUIRED

a. Engine COLD - PUMP (1 to 3 strokes)

b. Engine WARM - NONE

IF FUEL PRIMER CONTROL NOT INSTALLED

1. THROTTLE Control - AS REQUIRED

a. Engine COLD - PUMP (3 to 6 strokes)

b. Engine WARM - PUMP ONCE (push full in and pull full out)

STARTING ENGINE (With Battery) (Continued)

2. CARB HEAT Control Knob - OFF (push full in)

3. THROTTLE Control - AS REQUIRED

a. Engine COLD - OPEN 1/4 INCH

b. Engine WARM - CLOSED

4. MIXTURE Control - FULL RICH (push full in)

(Continued Next Page)

162PHUS-03

U.S.

7-13

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

STARTING ENGINE (With Battery) (Continued)

5. AVN MASTER Switch - OFF

6. MASTER Switch (ALT and BAT) - ON

7. Engine Indicating System - CHECK PARAMETERS (verify no

red X's through indicators)

8. VOLTS - CHECK EIS ENGINE PAGE

NOTE

A red LOW VOLTS annunciator will come on when battery

voltage is less than

12.5 volts. As battery voltage

decreases, the Garmin G300 display will become less

bright and eventually unreadable. If the starter fails to crank

the engine or the G300 display becomes unreadable,

service battery or apply external power.

9. AMPS - CHECK (verify discharge shown (negative))

10. Propeller Area - CLEAR (verify that all people and equipment

are at a safe distance from the propeller)

11. STROBE Light Switch - ON

12. MAGNETOS Switch - START (release when engine starts)

NOTE

If the engine is primed too much (flooded), place the

mixture control in the IDLE CUTOFF position, open the

throttle control 1/2 to full, and engage the starter motor

(START). When the engine starts, advance the mixture

control to the FULL RICH position and promptly retard the

throttle control.

13. Oil Pressure - CHECK (verify that oil pressure increases above

10 PSI into the YELLOW BAND range in 30 seconds)

14. THROTTLE Control - REDUCE TO IDLE

15. AMPS - CHECK (verify charge shown (positive))

16. NAV Light Switch - ON (as required)

17. STROBE Light Switch - OFF

18. AVN MASTER Switch - ON

19. MIXTURE Control - LEAN (as required)

7-14

U.S.

162PHUS-03

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

STARTING ENGINE (With External Power) (if installed)

IF FUEL PRIMER CONTROL INSTALLED

1. FUEL PRIMER Control - AS REQUIRED

a. Engine COLD - PUMP (1 to 3 strokes)

b. Engine WARM - NONE

IF FUEL PRIMER CONTROL NOT INSTALLED

1. THROTTLE Control - AS REQUIRED

a. Engine COLD - PUMP (3 to 6 strokes)

b. Engine WARM - PUMP ONCE (push full in and pull full out)

STARTING ENGINE (With External Power) (Continued)

2. CARB HEAT Control Knob - OFF (push full in)

3. THROTTLE Control - AS REQUIRED

a. Engine COLD - OPEN 1/4 INCH

b. Engine WARM - CLOSED

4. MIXTURE Control - FULL RICH (push full in)

5. AVN MASTER Switch - OFF

6. MASTER Switch (ALT and BAT) - ON

7. Engine Indicating System - CHECK PARAMETERS (verify no

red X's through indicators)

8. VOLTS - CHECK EIS ENGINE PAGE

NOTE

A red LOW VOLTS annunciator will come on when battery

voltage is less than

12.5 volts. As battery voltage

decreases, the Garmin G300 display will become less

bright and eventually unreadable. If the G300 display

becomes unreadable, connect external power per the

following procedure. The battery may require servicing.

9. AMPS - CHECK (verify discharge shown (negative))

10. MASTER Switch (ALT and BAT) - OFF

11. EXTERNAL POWER

- CONNECT (to external power

receptacle)

12. MASTER Switch (ALT and BAT) - ON

(Continued Next Page)

162PHUS-03

U.S.

7-15

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

STARTING ENGINE (With External Power) (if installed)

(Continued)

13. Engine Indicating System - CHECK PARAMETERS (verify no

red X's through indicators)

14. VOLTS - CHECK EIS ENGINE PAGE (verify 12.5 to 15.0 volts

indication and LOW VOLTS annunciation is not shown)

15. AMPS - CHECK (verify charge shown (positive))

16. Propeller Area - CLEAR (verify that all people and equipment

are at a safe distance from the propeller)

17. STROBE Lights Switch - ON

18. MAGNETOS Switch - START (release when engine starts)

NOTE

If the engine is primed too much (flooded), place the

mixture control in the IDLE CUTOFF position, open the

throttle control 1/2 to full, and engage the starter motor

(START). When the engine starts, advance the mixture

control to the FULL RICH position and promptly retard the

throttle control.

19. Oil Pressure - CHECK (verify that oil pressure increases above

10 PSI into the YELLOW BAND range in 30 seconds)

20. THROTTLE Control - REDUCE TO IDLE

21. EXTERNAL POWER - DISCONNECT

a. Have ground attendant disconnect ground power cable.

b. Latch external power receptacle door.

22. Power - INCREASE (to approximately 1500 RPM for several

minutes to charge battery)

23. AMPS - CHECK (verify charge shown (positive))

24. VOLTS - CHECK EIS ENGINE PAGE (verify 12.5 VOLTS

minimum shown)

25. LOW VOLTS Annunciator - CHECK (verify annunciator is not

shown)

(Continued Next Page)

7-16

U.S.

162PHUS-03

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

STARTING ENGINE (With External Power) (if installed)

(Continued)

26. Internal Power - CHECK

a. MASTER Switch (ALT) - OFF

b. LDG Light Switch - ON

c. NAV Light Switch - ON

d. THROTTLE Control - REDUCE TO IDLE

e. MASTER Switch (ALT) - ON

THROTTLE Control - INCREASE (to approximately 1500

RPM)

g. AMPS - CHECK (verify charge shown (positive))

WARNING

IF AMMETER DOES NOT SHOW POSITIVE CHARGE (+

AMPS), REMOVE BATTERY FROM AIRPLANE AND

SERVICE OR REPLACE BATTERY BEFORE NEXT

FLIGHT.

27. LDG Light Switch - OFF (as required)

28. STROBE Light Switch - OFF

29. AVN MASTER Switch - ON

30. THROTTLE Control - REDUCE TO IDLE

31. MIXTURE Control - LEAN (as required)

TAXI CHECK

1. Brakes - CHECK (verify proper operation)

2. Flight Instruments - CHECK (verify proper indication while

taxing)

162PHUS-03

U.S.

7-17

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

BEFORE TAKEOFF

1. Parking Brake - SET

a. Brakes - Apply

b. PARKING BRAKE Control Knob - ON (pull full out)

2. Rudder Pedals and Seat Belts - ADJUST and SECURE

3. Cabin Doors - CLOSED and LOCKED

4. Flight Controls - FREE and CORRECT

5. Flight Instruments (PFD) - CHECK (verify no red X's through

indicators)

6. Engine Indicating System - CHECK PARAMETERS (verify no

red X's through indicators)

7. Altimeter - SET

8. Fuel Quantity Indicators - CHECK (verify level is correct)

WARNING

TAKEOFF IS PROHIBITED WITH LESS THAN ¼ TANK

OF FUEL.

MIN

GRND

MARKING ON FUEL INDICATOR

T.O.

9. FUEL PRIMER Control Knob (if installed) - IN and LOCKED

10. MIXTURE Control - RICH

11. Autopilot (if installed) - CHECK (refer to Section 10, Supplement

8 for operating procedures and system information)

12. Elevator Trim Control Switch - SET FOR T/O

13. THROTTLE Control - 1700 RPM (once oil temperature is above

75°F and oil pressure in green band range)

a. MAGNETOS Switch

- CHECK (RPM drop should not

exceed 150 RPM on either magneto or 50 RPM differential

between magnetos)

b. Engine Indicators - CHECK

c. CARB HEAT Control Knob - ON (pull full out)

(1) Engine RPM - CHECK (verify RPM decreases)

(2) CARB °F - CHECK (verify temp increases)

d. CARB HEAT Control Knob - OFF (push full in)

e. AMPS and VOLTS - CHECK

(Continued Next Page)

7-18

U.S.

162PHUS-03

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

BEFORE TAKEOFF (Continued)

14. Annunciators - CHECK (verify no annunciators are shown)

15. THROTTLE Control - CHECK IDLE (800 RPM or LESS)

16. THROTTLE Control Friction Lock - ADJUST

17. COM Frequency - SET

18. GPS Flight Plan - AS DESIRED

19. XPDR - SET

20. Wing Flaps - UP - 10° (10° recommended)

21. NAV Light Switch - ON

22. STROBE Light Switch - ON

23. PARKING BRAKE Control Knob - OFF (push full in)

TAKEOFF

NORMAL TAKEOFF

1. Wing Flaps - UP - 10° (10° recommended)

2. CARB HEAT Control Knob - OFF (push full in)

3. THROTTLE Control - FULL (push full in)

4. MIXTURE Control - RICH (above 5000 feet pressure altitude,

lean for maximum RPM)

5. Directional Control - MAINTAIN (use differential braking until

rudder control becomes effective)

6. Elevator Control - LIFT NOSEWHEEL AT 50 KIAS

7. Climb Airspeed - 65 - 75 KIAS

8. Wing Flaps - RETRACT (at safe altitude)

SHORT FIELD TAKEOFF

1. Wing Flaps - 10°

2. CARB HEAT Control Knob - OFF (push full in)

3. Brakes - APPLY

4. THROTTLE Control - FULL (push full in)

5. MIXTURE Control - RICH (above 5000 feet pressure altitude,

lean for maximum RPM)

6. Brakes - RELEASE

7. Elevator Control - SLIGHTLY TAIL LOW

8. Directional Control - MAINTAIN (use differential braking until

rudder control becomes effective)

9. Climb Airspeed - 55 KIAS (until all obstacles are cleared)

10. Wing Flaps - RETRACT SLOWLY (when airspeed is more than

60 KIAS)

162PHUS-03

U.S.

7-19

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

ENROUTE CLIMB

1. Airspeed - 65 - 75 KIAS

2. THROTTLE Control - FULL (push full in)

3. MIXTURE Control - RICH (above 5000 feet pressure altitude,

lean for maximum RPM)

NOTE

For maximum performance climb speeds, refer to Section

5, Figure 5-5, Maximum Rate of Climb at 1320 Pounds.

CRUISE

1. Power - 2400 - 2750 RPM (75% recommended)

2. Elevator Trim Control Switch - ADJUST

3. MIXTURE Control - LEAN (for best power setting)

DESCENT

1. Power - AS DESIRED (2750 RPM maximum)

2. MIXTURE Control - ADJUST (if necessary to make engine run

smoothly)

3. Altimeter - SET

4. Wing Flaps - AS DESIRED (UP - 10° below 100 KIAS)

(10° - 25° below 85 KIAS)

(25° - FULL below 70 KIAS)

5. CARB HEAT Control Knob - ON (as required)

BEFORE LANDING

1. Rudder Pedals and Seat Belts - ADJUST and SECURE

2. MIXTURE Control - RICH (push full in) (below 5000 feet

pressure altitude)

3. CARB HEAT Control Knob - ON (pull full out) (apply full heat

before reducing power)

4. LDG Light Switch - ON

5. Autopilot - OFF (if installed)

7-20

U.S.

162PHUS-03

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

LANDING

NORMAL LANDING

1. Airspeed - 60 - 70 KIAS (Flaps UP)

2. Wing Flaps - AS DESIRED (UP - 10° below 100 KIAS)

(10° - 25° below 85 KIAS)

(25° - FULL below 70 KIAS)

3. Airspeed - 55 - 65 KIAS (Flaps FULL)

4. Elevator Trim Control Switch - ADJUST

5. Touchdown - MAIN WHEELS FIRST

6. Landing Roll - LOWER NOSEWHEEL GENTLY

7. Braking - MINIMUM REQUIRED

8. Directional Control - MAINTAIN (with rudder and differential

braking)

SHORT FIELD LANDING

1. Airspeed - 60 - 70 KIAS (Flaps UP)

2. Wing Flaps - FULL

3. Airspeed - 50 KIAS (until flare)

4. Elevator Trim Control - ADJUST

5. Power - REDUCE TO IDLE (as obstacle is cleared)

6. Touchdown - MAIN WHEELS FIRST

7. Brakes - APPLY HEAVILY (while maintaining directional control)

8. Wing Flaps - UP

BALKED LANDING

1. THROTTLE Control - FULL (push full in)

2. CARB HEAT Control Knob - OFF (push full in)

3. Wing Flaps - RETRACT to 25°

4. Climb Speed - 50 KIAS (until obstacle is cleared)

5. Climb Speed - 60 KIAS (after obstacle is cleared)

6. Wing Flaps - 10°, then UP (after reaching a safe altitude and 60

KIAS)

162PHUS-01

U.S.

7-21

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

AFTER LANDING

1. CARB HEAT Control Knob - OFF (push full in)

2. Wing Flaps - UP

3. STROBE Light Switch - OFF

4. Transponder - STBY

SECURING AIRPLANE

1. Parking Brake - SET

a. Brakes - APPLY

b. PARKING BRAKE Control Knob - ON (pull full out)

2. THROTTLE Control - IDLE (pull full out)

3. Electrical Equipment - OFF

4. AVN MASTER Switch - OFF

5. MIXTURE Control - IDLE CUTOFF (pull full out)

6. MAGNETOS Switch - OFF

7. MASTER Switch (ALT and BAT) - OFF

8. Control Lock - INSTALL

7-22

U.S.

162PHUS-00

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

AMPLIFIED NORMAL PROCEDURES

PREFLIGHT INSPECTION

The preflight inspection, described in Figure 7-1 and adjacent checklist,

is required prior to each flight. If the airplane has been in extended

storage, has had recent major maintenance, or has been operated from

rough runways, a more extensive exterior inspection is recommended.

Before every flight, check the condition of main and nose landing gear

tires. Keep tires inflated to the pressure specified in Section 8, Airplane

Handling, Service And Maintenance. Examine tire sidewalls for

patterns of shallow cracks called weather checks. These cracks are

evidence of tire deterioration caused by age, improper storage, or

prolonged exposure to weather. Check the tread of the tire for depth,

wear, and cuts. Replace the tire if fibers are visible.

After major maintenance has been performed, the flight and trim tab

controls should be double checked for free and correct movement and

security. The security of all inspection plates on the airplane should be

checked following periodic inspections. If the airplane has been waxed

or polished, check the external static pressure source hole for

stoppage.

If the airplane has been kept in a crowded hangar, it should be checked

for dents and scratches on wings, fuselage, and tail surfaces, damage

to navigation/strobe light assemblies, wing tip fairings and avionics

antennas. Check for damage to the nosewheel travel stops and wheel

fairings (if installed), resulting from exceeding nosewheel turning limits

while towing.

Outside storage for long periods may result in dust and dirt

accumulation on the induction air filter, obstructions in airspeed system

lines, water contaminants in fuel tanks, and insect/bird/rodent nests in

any opening. If any water is detected in the fuel system, the fuel tank

sump quick drain valves, fuel sump quick drain valve, and fuselage

sump quick drain valve should all be thoroughly drained again. The

wings should then be gently rocked and the tail lowered to the ground

to move any further contaminants to the sampling points. Repeated

samples should then be taken at all quick drain points until all

contamination has been removed.

(Continued Next Page)

162PHUS-00

U.S.

7-23

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

PREFLIGHT INSPECTION (Continued)

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard,

or damage to the environment.

WARNING

IF, AFTER REPEATED SAMPLING, EVIDENCE OF

CONTAMINATION STILL EXISTS, THE AIRPLANE

SHOULD NOT BE FLOWN. TANKS SHOULD BE

DRAINED AND SYSTEM PURGED BY QUALIFIED

MAINTENANCE PERSONNEL. ALL EVIDENCE OF

CONTAMINATION MUST BE REMOVED BEFORE

FURTHER FLIGHT.

When parked on the ramp, care should be exercised to make sure

wings are level or the left wing slightly higher to prevent fuel from

dripping from the fuel vent when fuel tanks are full. To prevent loss of

fuel in flight, make sure the fuel tank filler caps are tightly sealed after

any fuel system check or servicing. Fuel system vents should also be

inspected for obstructions, ice or water, especially after exposure to

cold, wet weather.

If the airplane has been stored outside in windy or gusty areas, or tied

down adjacent to taxiing airplanes, special attention should be paid to

control surface stops, hinges, and brackets to detect the presence of

potential wind damage.

Airplanes that are operated from rough fields, especially at high

altitudes, are subjected to abnormal landing gear abuse. Frequently

check all components of the landing gear, strut, tires, and brakes. If the

airplane has been operated from muddy fields or in snow or slush,

check the main and nose gear wheel fairings for obstructions and

cleanliness.

Operation from a gravel or cinder field will require extra attention to

propeller tips and abrasion on leading edges of the horizontal tail.

Stone damage to the propeller can seriously reduce the fatigue life of

the blades.

7-24

U.S.

162PHUS-00

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

BEFORE STARTING ENGINE

Rudder pedals should be adjusted fore and aft as needed to ensure the

pilot has full brake deflection with the rudder fully deflected. A small

percentage of pilots may require additional cushions to correctly

position themselves for visibility and control.

Ideally, the pilot should be positioned so that the outboard elbow

naturally rests on the door armrest and the control stick falls within the

hand of that arm. Correct positioning allows for relaxed flying using

wrist movements and assists the new pilot to adjusting to the

Skycatcher flight controls.

STARTING ENGINE

Engine starting can differ depending on the temperature of the engine

and surrounding ambient air which affects the amount of fuel priming

required. Standard priming is done using the throttle control. Pumping

the throttle, by rapidly advancing the throttle control fully in and out,

works an accelerator pump in the engine carburetor for priming. In this

way, the throttle may be pumped or given some number of "strokes" to

provide the required prime. An optional plunger style primer may be

used to provide fuel prime (if installed).

If the engine is already warm, pump the throttle once then leave the

throttle closed to start. No additional priming should be required. A cold

engine with moderately warm (room temperature) ambient air will

require 1 or 2 strokes of the throttle (or primer). A cold engine with cold

ambient air (temperatures above freezing) will require up to 3 or 4

strokes of throttle (or primer). A cold engine should have the throttle

open approximately ¼ inch for start.

In extremely cold temperatures, it may be necessary to continue

priming while cranking the engine. If the engine is under primed, most

likely in cold weather with a cold engine, it will not fire at all, and

additional priming will be necessary. As soon as the cylinders begin to

fire, open the throttle slightly to keep it running.

(Continued Next Page)

162PHUS-01

U.S.

7-25

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

STARTING ENGINE (Continued)

Weak intermittent firing followed by puffs of black smoke from the

exhaust stack indicates over priming or flooding. Excess fuel can be

cleared from the combustion chambers by the following procedure: set

parking brake and hold brakes, set the mixture control full lean (idle

cutoff) and the place throttle control to full open; then crank the engine

through several revolutions with the starter. Be prepared to immediately

reduce throttle control to idle once engine starts. Repeat the starting

procedure without any additional priming.

After starting, if the oil pressure gage does not begin to show pressure

within 30 seconds in the summertime and about twice that long in very

cold weather, stop the engine and investigate. Lack of oil pressure can

cause serious engine damage. After starting, avoid the use of

carburetor heat unless icing conditions prevail.

NOTE

Additional details concerning cold weather starting and

operation may be found under COLD WEATHER

OPERATION paragraphs in this section.

After the completion of normal engine starting procedures, it is a good

practice to verify that the engine starter has disengaged. If the starter

contactor were to stick closed, causing the starter to remain engaged,

an excessively high charge indication (full scale at 1000 RPM) would

be evident on the ammeter. In this event, immediately shut down

engine and have electrical system inspected by qualified maintenance

personnel prior to next flight.

RECOMMENDED STARTER DUTY CYCLE

Operate the starter motor for 10 seconds followed by a 20 second cool

down period. This cycle can be repeated five additional times, followed

by a thirty minute cool down period before resuming cranking. After

cool down, operate the starter motor again, six cycles of 10 seconds

followed by 20 seconds of cool down. If the engine still does not start,

try to find the cause.

7-26

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

LEANING FOR GROUND OPERATIONS

For all ground operations, after starting the engine and when the

engine is running smoothly:

1. THROTTLE Control - 1200 RPM

2. Mixture Control - ADJUST (lean for maximum RPM)

3. THROTTLE Control - ADJUST for ground operation (800 to

1000 RPM recommended)

NOTE

If ground operation will be required after the BEFORE

TAKEOFF checklist is completed, lean the mixture again

(as described above) until ready for the TAKEOFF

checklist.

TAXIING

CAUTION

DUE TO LOWER WEIGHTS AND SLOWER STALL

SPEEDS THAN LARGER AIRPLANES, PROPER TAXI

TECHNIQUES SHOULD BE USED IN WINDY

CONDITIONS. OPERATIONS IN WIND CONDITIONS

ABOVE 22 KNOTS ARE NOT RECOMMENDED.

When taxiing, the combination of differential braking and free-castoring

nose wheel provide excellent ground maneuvering in tight spaces as

well as control during normal taxiing. Differential brake application

should be done by firm, short taps of the brake pedal so as to nudge

the airplane in the desired direction. Excess speed and "riding a brake"

should be avoided since this can cause brake heating, brake fade, or

loss of braking effectiveness resulting in loss of control or stopping

ability.

It is important that taxi speed be held to that of a brisk walk and all flight

controls be utilized up to their maximum deflection (refer to Figure 7-2,

Taxiing Diagram) to aid in maintaining directional control. This is

particularly important in windy conditions.

(Continued Next Page)

162PHUS-00

U.S.

7-27

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

TAXIING (Continued)

NOTE

Strong or gusty tail winds can over power the wing flap

return springs causing the flaps to randomly blow down

while taxiing. Selecting flaps to FULL when taxing with a

tailwind can prevent the blow down. Use caution to prevent

a build-up of taxi speed due to blowing by strong tailwinds.

Flaps should be retracted when turning away from the

tailwind condition and the BEFORE TAKEOFF Checklist

should be used to insure flaps are properly reset before

takeoff.

The CARB HEAT control knob should be pushed full in to the OFF

position during all ground operations unless carb heat is absolutely

necessary to correct engine roughness. When the CARB HEAT control

knob is pulled out to the ON position, air entering the engine is not

filtered. However, if needed, use FULL CARB HEAT until engine

roughness clears. Monitoring the CARB ºF Indicator will assist in

amount of carb heat required to keep the carburetor temperature out of

the yellow caution range and prevent engine roughness.

Taxiing over loose gravel or cinders should be done at the lowest

engine RPM possible to avoid abrasion and stone damage to the

propeller tips.

(Continued Next Page)

7-28

U.S.

162PHUS-00

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

BEFORE TAKEOFF

WARM UP

If the engine idles with the throttle against the idle stop, approximately

700 to 800 RPM and accelerates smoothly, the engine is warm enough

for takeoff. Since the engine is closely cowled for efficient in-flight

engine cooling, the airplane should be pointed into the wind to avoid

overheating during prolonged engine operation on the ground. Refer to

Leaning For Ground Operations procedures to prevent spark plug

fouling that can occur from long periods of idling and prolonged ground

operations.

MAGNETO CHECK

CAUTION

MAKE SURE ENGINE OIL TEMPERATURE IS ABOVE

75ºF AND OIL PRESSURE IS WITHIN THE GREEN BAND

RANGE PRIOR TO PREFORMING A MAGNETO CHECK.

The magneto check must be made at

1700 RPM. Turn the

MAGNETOS switch from the BOTH position to the R position. Note the

new RPM, then turn the MAGNETOS switch back to the BOTH position

to clear the spark plugs. Turn the MAGNETOS switch to the L position,

note the new RPM, then turn the switch back to the BOTH position.

RPM decrease should not be more than 150 RPM on either magneto or

be greater than 50 RPM differential between magnetos. If there is a

doubt concerning operation of the ignition system, RPM checks at

higher engine speeds will usually confirm whether a deficiency exists.

No RPM drop may indicate a faulty ground to one magneto or magneto

timing set in advance of the angle specified.

(Continued Next Page)

7-30

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

BEFORE TAKEOFF (Continued)

ALTERNATOR CHECK

The alternator should be checked for proper operation before every

flight. Electrical power is essential for all flight instrumentation,

navigation, and radio operation. Check the electrical system during the

MAGNETO check (1700 RPM) by setting all electrical equipment

required for the flight to the ON position. When the alternator is

operating properly, the ammeters will show zero or positive current (+

amps), the voltmeter will show 13 to 15 volts, and the LOW VOLTS

annunciator will not be shown on the PFD. Reduce the electrical load

before reducing engine speed so the battery will not discharge while

the engine is at idle.

ELECTRIC ELEVATOR TRIM

Make sure the elevator trim tab is in the takeoff position when the trim

pointer is aligned with the T/O index mark on the EIS TRIM indicator.

Adjust the trim during flight as necessary to make control wheel forces

more neutral.

TAKEOFF

POWER CHECK

It is important to check full throttle engine operation early in the takeoff

roll. Any sign of rough engine operation or sluggish engine acceleration

is good cause for discontinuing the takeoff. If this occurs, you are

justified in making a thorough full throttle static run-up before another

takeoff is attempted. A engine operating at normal temperature should

run smoothly and turn approximately 2280 - 2380 RPM with carburetor

heat off and the mixture leaned to provide maximum RPM.

NOTE

Carburetor heat should not be used during takeoff unless it

is absolutely necessary to obtain smooth engine

acceleration.

(Continued Next Page)

162PHUS-03

U.S.

7-31

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

TAKEOFF (Continued)

POWER CHECK (Continued)

Full throttle run-ups over loose gravel are especially harmful to

propeller tips. When takeoffs must be made over a gravel surface,

advance the throttle slowly. This allows the airplane to start rolling

before high RPM is developed, and the gravel will be blown behind the

propeller rather than pulled into it.

Prior to takeoff from fields above 5000 feet pressure altitude, the

mixture should be leaned to give maximum RPM at full throttle, with the

airplane not moving.

After full throttle is applied, adjust the throttle friction lock clockwise to

prevent the throttle from moving back from a maximum power position.

Similar friction lock adjustments should be made as required in other

flight conditions to hold the throttle setting.

WING FLAP SETTINGS

Normal takeoffs use wing flaps UP - 10°. Using 10° wing flaps reduces

the ground roll to lift off while keeping the total distance over an

obstacle by equivalent to the flaps UP distances. Flap deflections

greater than 10° are not approved for takeoff. If 10° wing flaps are

used for takeoff, the flaps should stay at 10° until all obstacles are

cleared and a safe flap retraction speed of 60 KIAS is reached. For a

short field, 10° wing flaps and an obstacle clearance speed of 55 KIAS

should be used.

Soft or rough field takeoffs are performed with 10° flaps by lifting the

airplane off the ground as soon as practical in a slightly tail low attitude.

If no obstacles are ahead, the airplane should be leveled off

immediately to accelerate to a higher climb speed. When departing a

soft field with an aft C.G. loading, the elevator trim control should be

adjusted towards the nose down direction to give comfortable control

wheel forces during the initial climb.

7-32

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

TAKEOFF (Continued)

CROSSWIND TAKEOFF

Takeoffs under strong crosswind conditions normally are performed

with the minimum flap setting necessary for the field length, to minimize

the drift angle immediately after takeoff. Begin the takeoff with ailerons

fully deflected into the wind. As the airplane is accelerated, reduce

aileron deflection maintaining directional control down the runway.

Reaching a speed slightly higher than normal rotation speed, apply

gentle back pressure to the elevator control and quickly, but carefully,

lift the airplane off the ground. Do not over rotate but keep positive pitch

angle and airspeed to prevent possible settling back to the runway.

When well clear of the ground, make a coordinated turn into the wind to

correct for drift.

ENROUTE CLIMB

Normal enroute climbs are performed with flaps up, at full throttle and

65 to 75 KIAS for the best combination of performance, visibility and

engine cooling. The mixture should be full rich during climb at altitudes

up to 5000 feet pressure altitude. Above 5000 feet pressure altitude,

the mixture can be leaned as needed for increased power or to provide

smoother engine operation.

If it is necessary to climb more rapidly to clear mountains or reach

favorable winds at higher altitudes, the best rate of climb speed is 62

KIAS and should be used with Maximum Continuous Power (MCP).

If an obstruction dictates the use of a steep climb angle, the best angle

of climb speed is 57 KIAS and should be used with flaps UP and MCP.

This type of climb should be of the minimum duration and engine

temperatures should be carefully monitored due to the low climb speed.

162PHUS-01

U.S.

7-33

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

CRUISE

Normal cruise is performed between 40% and 75% power. The engine

RPM and corresponding fuel consumption for various altitudes can be

determined by using the data in Section 5.

NOTE

Cruise flight should use 75% power as much as possible

until the engine has operated for a total of 50 hours or oil

consumption has stabilized. Operation at this higher power

will ensure proper seating of the piston rings and is

applicable to new engines, and engines in service following

cylinder replacement or top overhaul of one or more

cylinders.

The Cruise Performance charts in Section 5 provide the pilot with flight

planning information for the Model 162 in still air at maximum gross

weight without speed fairings installed. Cruise performance may differ

slightly due to differences in weight and center of gravity location.

The Cruise Performance charts should be used as a guide, along with

the available winds aloft information, to determine the most favorable

altitude, power setting and fuel needed for a given flight.

The selection of cruise altitude on the basis of the most favorable wind

conditions and the use of low power settings are significant factors that

should be considered on every trip to reduce fuel consumption.

Proper leaning techniques also contribute to greater range and are

figured into cruise performance tables. To achieve the recommended

lean mixture fuel consumption figures shown in Section 5, the mixture

should be leaned per recommended procedures.

In the event that unusual conditions cause the intake air filter to

become clogged or iced over, apply carburetor heat immediately to

bypass the intake air filter therefore providing unfiltered heated air as

the alternate air intake. Engine RPM can decrease from a cruise power

setting. This RPM loss should be recovered by increasing the throttle

setting to maintain desired power.

(Continued Next Page)

7-34

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

CRUISE (Continued)

Carburetor ice, as evidenced by an unexplained drop in RPM, can be

removed by application of full carburetor heat. Upon regaining the

original RPM (with heat off), use the minimum amount of heat

(reference EIS CARB ºF display) to prevent ice from forming. Since the

heated air causes a richer mixture, readjust the mixture setting when

carburetor heat is to be used continuously in cruise flight.

The use of full carburetor heat is recommended during flight in heavy

rain to avoid the possibility of engine stoppage due to excessive water

ingestion or carburetor ice. The mixture setting should be readjusted for

smoothest operation. Power changes should be made cautiously,

followed by prompt adjustment of the mixture for smoothest operation.

LEANING WITHOUT EXHAUST GAS TEMPERATURE

(EGT) INDICATOR

BEST POWER CRUISE

Use the mixture control vernier adjustment to lean the fuel mixture by

slowly turning the mixture control knob in the counterclockwise

direction while monitoring engine RPM. As RPM increases, continue to

carefully lean the mixture until it reaches peak RPM. Slightly enrichen

mixture (turn mixture control knob clockwise) until a slight drop in

engine RPM is indicated. This is the Best Power Cruise setting.

CAUTION

EXCESSIVE LEANING WILL INCREASE ENGINE

TEMPERATURES AND MAY DAMAGE ENGINE. WHEN

INCREASING POWER, ENRICHEN MIXTURE, THEN

ADVANCE THE THROTTLE TO INCREASE RPM. WHEN

REDUCING POWER, RETARD THROTTLE, THEN

ADJUST THE MIXTURE CONTROL.

Lean the mixture for maximum RPM during all operations at any

altitude, including those below 3000 feet, when using 75% or less

power. Above 5000 feet, mixture may be leaned for maximum RPM

during full throttle climbs (after engine has accumulated 50 hours).

(Continued Next Page)

162PHUS-01

U.S.

7-35

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

CRUISE (Continued)

LEANING WITH EXHAUST GAS TEMPERATURE (EGT)

INDICATOR (if installed)

The cruise performance data in this POH is based on the

recommended lean mixture setting determined from the maximum or

peak EGT at power settings of 75% MCP and lower.

EGT °F is displayed with a vertical scale and pointer on the EIS

ENGINE page. The numerical value for the EGT is located above the

vertical scale.

Use the mixture control vernier adjustment to lean the fuel mixture by

slowly turning the mixture control knob in the counterclockwise

direction while monitoring EGT. As EGT °F increases, continue to lean

the mixture until it reaches peak EGT. Enrichen the mixture by slowly

turning the mixture control clockwise and monitor EGT °F until EGT

decreases slightly.

NOTE

The Model 162 engine manufacturer, Teledyne Continental

Motors, has not approved operation of the engine at fuel

flow rates (mixture settings) less than necessary to reach

peak EGT. Refer to Section

5, Figure

5-7, Cruise

Performance, for specific power settings and lean for best

power cruise.

Continuous operation at mixture settings lean of peak EGT is

prohibited.

(Continued Next Page)

7-36

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

CRUISE (Continued)

LEANING WITH EXHAUST GAS TEMPERATURE (EGT)

INDICATOR (if installed) (Continued)

CAUTION

EXCESSIVE LEANING WILL INCREASE ENGINE

TEMPERATURES AND MAY DAMAGE ENGINE. WHEN

INCREASING POWER, ENRICHEN MIXTURE, THEN

ADVANCE THE THROTTLE TO INCREASE RPM. WHEN

REDUCING POWER, RETARD THROTTLE, THEN

ADJUST THE MIXTURE CONTROL.

NOTE

• Any change in altitude or power setting will require a

change in the recommended lean mixture setting and a

recheck of the EGT setting.

• The EGT indicator takes several seconds, after a

mixture adjustment, to start to show an EGT change.

Finding peak EGT and adjusting the mixture to the

applicable setting should take approximately one minute

when the adjustments are made carefully and

accurately. Adjusting the mixture quickly is not

recommended.

(Continued Next Page)

162PHUS-01

U.S.

7-37

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

CRUISE (Continued)

FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING

OPERATIONS

For best fuel economy during flight training operations, the following

procedures are recommended.

1. After engine start and for all ground operations, set the throttle to

1200 RPM and lean the mixture for maximum RPM. After

leaning, set the throttle to the appropriate RPM for ground

operations. Leave the mixture at this setting until beginning the

BEFORE TAKEOFF checklist. If TAKEOFF is delayed after

completing the BEFORE TAKEOFF checklist, lean the mixture

again as described above until ready to perform the TAKEOFF

checklist.

2. Lean the mixture for maximum RPM during full throttle climbs

above 5000 feet. The mixture may remain leaned (maximum

RPM at full throttle) for practicing maneuvers such as stalls and

slow flight.

3. Lean the mixture for maximum RPM during all operations at any

altitude, including those below 3000 feet, when using 75% or

less power.

NOTE

• When cruising or maneuvering at 75% power or less, the

mixture may be further leaned to best power cruise. This

is especially applicable to cross-country training flights,

but should be practiced during transition flight to and

from the practice area as well.

• Using the above recommended procedures can provide

fuel savings in excess of 5% when compared to typical

training operations at full rich mixture. In addition, the

above procedures will minimize spark plug fouling since

the reduction in fuel consumption results in a

proportional reduction in tetraethyl lead passing through

the engine.

7-38

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

STALLS

The stall characteristics are conventional for the flaps up and flaps

down conditions and aural warning is provided by a stall warning horn

which sounds between

5 and

10 knots above the stall in all

configurations. Power-on stall recovery should be initiated by

simultaneously lowering the nose while reducing power after which

normal power-off stall recovery techniques should be applied.

CAUTION

INTENTIONAL POWER-ON STALLS SHOULD BE

LIMITED TO 30 DEGREES NOSE UP PITCH ANGLE.

EXCEEDING 30 DEGREES REQUIRES HIGH POWER

AND ACCELERATED STALL ENTRY WHICH MAY

RESULT IN DISORIENTATION.

WARNING

INTENTIONAL SPINS ARE PROHIBITED. REFER TO

SECTION 6, EMERGENCY PROCEDURES, SPINS. IT IS

RECOMMENDED

THAT

THESE

EMERGENCY

PROCEDURES BE MEMORIZED TO ENSURE PROMPT

AND PROPER RECOVERY TECHNIQUES ARE USED IN

THE

EVENT

INADVERTENT

SPIN

ENCOUNTERED.

Refer to Section 5, Figure 5-2, for power-off stall speeds at 1320

pounds.

DESCENT

Normal descent from altitude may be made with flaps retracted or with

flaps extended to increase drag for a steepened descent angle.

Caution should be used to observe flap limit speeds. Slips may be

made in all flap configurations and are useful to increase descent rates

while allowing power to be kept above idle. Carburetor heat should be

used as needed for engine roughness and applied before reducing

power to prevent carburetor ice from forming during low power descent.

Since heated air causes a richer fuel mixture, readjust the mixture

setting when carburetor heat is to be used for extended descent. If a

low power descent is made, it is recommended that the throttle be

cycled occasionally to check for engine roughness at higher power.

NOTE

Extended low power descents should be avoided during the

first 25 hours of operation of a new engine.

162PHUS-01

U.S.

7-39

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

LANDING

NORMAL LANDING

Normal landing approaches can be made with power on or power off

with any flap setting within the flap airspeed limits. Surface winds and

air turbulence are usually the primary factors in determining the most

comfortable approach speeds. Slips to landing are very effective may

be performed in all flap configurations.

Landing at slower speeds will result in shorter landing distances and

minimum wear to tires and brakes. Power should be at idle as the main

wheels touch the ground. The main wheels must touch the ground

before the nosewheel. The nosewheel must be lowered to the runway

carefully after the speed has diminished to avoid unnecessary nose

gear loads. This procedure is very important for rough or soft field

landings. Directional control should be maintained using up to full

rudder deflection and differential braking as necessary.

SHORT FIELD LANDING

For a short field landing in smooth air conditions, approach at 50 KIAS

with FULL flaps using enough power to control the glide path. Slightly

higher approach speeds should be used in turbulent air conditions.

After all approach obstacles are cleared, smoothly reduce power and

hold the approach speed by lowering the nose of the airplane. The

main wheels must touch the ground before the nosewheel with power

at idle. Immediately after the main wheels touch the ground, carefully

lower the nosewheel and apply heavy braking as required. For

maximum brake performance, retract the flaps, hold the control stick full

back, and apply maximum brake pressure without skidding the tires or

loosing directional control. Use of full rudder authority will assist

directional control.

(Continued Next Page)

7-40

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

LANDING (Continued)

CROSSWIND LANDING

When landing in a strong crosswind, use the minimum flap setting

required for the field length. Sideslips with full rudder deflection, may be

made in all flap configurations. Although the crab or combination

method of drift correction may be used, the wing low method gives the

best control. After touchdown, hold a straight course with the rudder

and use up to full aileron deflection as required, and differential braking

as necessary.

The maximum allowable crosswind velocity is dependent upon pilot

capability as well as airplane limitations. Operation in direct crosswinds

of 12 knots has been demonstrated (not an operating limitation).

BALKED LANDING

In a balked landing (go-around) climb, reduce the flap setting to 25°

immediately after full power is applied and climb at 50 KIAS. Above

3000 feet pressure altitude, lean the mixture to obtain maximum RPM.

After clearing any obstacles, allow the airplane to accelerate to 60 KIAS

and carefully retract the flaps to 10°. After clearing any obstacles,

carefully retract the flaps and allow the airplane to accelerate to normal

climb airspeed.

HIGH WIND OPERATIONS

Takeoff and landings have been demonstrated in winds up to 22 knots

and crosswinds up to 12 knots. The pilot should be cautious of gusts

and turbulence from terrain or buildings when in close proximity to

ground during takeoff and landing. Prompt and positive control inputs

should be used to counter flight path deviations.

Proper taxi control techniques must be used at all times during ground

operations. Operations in wind conditions above 22 knots are not

recommended.

162PHUS-01

U.S.

7-41

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

COLD WEATHER OPERATIONS

Special consideration should be given to the operation of the airplane

fuel system during the winter season or prior to any flight in cold

temperatures. Proper preflight draining of the fuel system is especially

important and will eliminate any free water accumulation. The use of

additives such as isopropyl alcohol or Diethylene Glycol Monomethyl

Ether (DIEGME) may also be desirable. Refer to Section 8, Fuel

Additives, for more information on the proper use of fuel additives.

Cold weather often causes conditions that require special care during

airplane operations. Even small accumulations of frost, ice, or snow

must be removed, particularly from wing, tail and all control

surfaces to assure satisfactory flight performance and handling.

Also, control surfaces must be free of any internal accumulations of ice

or snow.

If snow or slush covers the takeoff surface, allowance must be made for

takeoff distances which will be increasingly extended as the snow or

slush depth increases. The depth and consistency of this cover can, in

fact, prevent takeoff in many instances.

The Garmin G300 Instrumentation Liquid Crystal Displays (LCD) may

acquire a frosted or cloudy appearance at extremely cold temperatures.

The displays may also be very slow to update information when cold

soaked. Proper flight display clarity and flight data update rates may

require extended warm-up.

The Garmin G300 EIS engine information is recommended for engine

start due to possibility of engine damage resulting from inability to

monitor engine upon start.

Takeoff is not recommended until displays are clearly legible and

information updates (as indicated by heading change during taxi, RPM

changes with throttle, etc) are shown in real-time without hesitation.

The Garmin G300 display warm-up is best accomplished by placing the

airplane in a warm hangar and leaving the cabin doors open. If a

hangar is not available, attach External Power (if installed) and set the

MASTER Switch (BAT) and AVN MASTER Switch to the ON position.

Allow display units to warm internally until legible and display controls

(softkeys and knob) function normally when operated.

(Continued Next Page)

7-42

U.S.

162PHUS-00

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

COLD WEATHER OPERATIONS (Continued)

NOTE

If external power is not available, do not attempt the self

warming procedure. The battery will likely become depleted

below the minimum voltage necessary for engine start.

External warm-air preheat may be applied to the cabin area. Use

caution as excessively hot preheated air may damage interior or

instrumentation. Due to fuel lines routed through cabin area, gas fired

or exposed flame heaters should not be used to warm the cabin area.

STARTING

When air temperatures are below 20°F (-6°C), use an external

preheater and an external power source, if external power receptacle is

installed, whenever possible to obtain positive starting and to reduce

wear and abuse to both the engine and electrical system. Preheat will

thaw the oil trapped in the oil cooler, which probably will be congealed

prior to starting in extremely cold temperatures.

WARNING

WHEN TURNING THE PROPELLER BY HAND, TREAT IT

AS IF THE MAGNETOS SWITCH IS IN THE ON

POSITION. A LOOSE OR BROKEN GROUND WIRE ON

EITHER MAGNETO COULD ENERGIZE THE ENGINE.

Prior to starting on cold mornings, it is advisable to turn the propeller

manually through several engine compression cycles by hand to loosen

the oil, so the engine cranks (motors) more easily and uses less battery

power. When the propeller is turned manually, turn it in the opposite

direction to normal engine rotation for greater safety. Opposite rotation

disengages the magneto impulse couplings and prevents possible

unwanted ignition.

When using an external power source, the MASTER Switch (ALT and

BAT) sections must be in the OFF position before connecting the

external power source to the external power receptacle. Refer to

Section 7, Starting Engine with External Power, for system description

and operations.

(Continued Next Page)

162PHUS-00

U.S.

7-43

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

COLD WEATHER OPERATION (Continued)

STARTING (Continued)

Cold weather starting procedures are the same as the normal starting

procedures. Refer to Amplified Normal Procedures, Starting Engine in

this section. The amount of fuel priming required for engine start is

dependant upon temperature. The colder the engine, the more prime is

required. In extremely cold temperatures, it may be necessary to

continue priming while cranking the engine. If the engine is under

primed it will not fire at all, and additional priming will be necessary. As

soon as the cylinders begin to fire, open the throttle slightly to keep it

running. Use caution to prevent inadvertent forward movement of the

airplane during starting when parked on snow or ice.

CAUTION

HEAVY PRIMING AND THROTTLE PUMPING DURING

START INCREASES THE RISK OF INDUCTION SYSTEM

FIRE RESULTING FROM A BACKFIRE OR OTHER

ABNORMALITY DURING START. IN THE EVENT OF AN

ENGINE FIRE, CONTINUE CRANKING TO SUCK THE

FLAMES INTO THE ENGINE. REFER TO SECTION 6,

EMERGENCY PROCEDURES, FIRES, DURING START

ON GROUND.

NOTE

If the engine does not start during the first few attempts, or

if engine firing diminishes in strength, the spark plugs may

be frosted over. Preheat must be used before another start

is attempted.

(Continued Next Page)

7-44

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

COLD WEATHER OPERATION (Continued)

STARTING (Continued)

During cold weather operations, the oil temperature indicator may not

be in the green band range when ready to perform the BEFORE

TAKEOFF checklist if outside air temperatures are very cold. After a

suitable warm up period of 2 to 5 minutes at 1000 RPM, slowly

accelerate the engine to higher engine RPM. The engine should not

exceed 1700 RPM until oil temperature indicates more than 75°F

(24°C) and oil pressure is within the green band range (30 to 60 PSI).

Once engine oil pressure and oil temperature reach normal operating

range perform the BEFORE TAKEOFF checklist followed by a

immediate takeoff. If engine is allowed to idle for a extended period of

time between the completion of the BEFORE TAKEOFF checklist and

prior to TAKEOFF, oil temperature may fall below 75°F (24°C) requiring

a slow engine acceleration to warm the engine oil prior to performing

TAKEOFF.

WINTERIZATION KIT

An optional winterization kit is available and may be utilized when cold

weather operations are conducted. Refer to Section 10, Supplement 4

for installation and operational details.

HOT WEATHER OPERATIONS

Refer to the general warm engine starting information under Starting

Engine in this section. Cabin doors may be left open for engine start

and taxi if desired to aid cabin cooling. Face the airplane into the wind

when possible for additional cooling airflow and avoid prolonged engine

operation on the ground. Cabin doors must be closed for flight.

162PHUS-03

U.S.

7-45

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

NOISE CHARACTERISTICS

The measured takeoff noise level for the Model 162 at 1320 pounds

maximum weight is 70.8 dB(A) which complies with ICAO Annex 16

Chapter 10 (through Amendment 9) and 14 CFR 36 Appendix G

(through Amendment 28) requirements.

No determination has been made that the noise levels of this airplane

are, or should be, acceptable or unacceptable for operation at, into, or

out of, any airport.

The following procedures are suggested to minimize the effect of

airplane noise on the public:

1. Pilots operating airplanes under VFR over outdoor assemblies

of persons, recreational and park areas, and other noise

sensitive areas should make every effort to fly not less than

2000 feet AGL, weather permitting, even though flight at a lower

level may be consistent with the provisions of government

regulations.

2. During departure from or approach to an airport, climb after

takeoff and descent for landing should be made so as to avoid

prolonged flight at low altitude near noise sensitive areas.

NOTE

The above recommended procedures do not apply where

they would conflict with Air Traffic Control clearances or

instructions, or where, in the pilot's judgment, an altitude of

less than 2000 feet AGL is necessary to adequately

exercise the duty to see and avoid other airplanes.

7-46

U.S.

162PHUS-03

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

AIRPLANE HANDLING, SERVICE

AND MAINTENANCE

TABLE OF CONTENTS

Page

Introduction

8-3

Identification Plate

8-4

Cessna Owner Advisories

8-4

United States Airplane Owners

8-4

International Airplane Owners

8-4

Publications

8-5

Airplane File

8-7

Airplane Inspection Periods

8-8

FAA Required Inspections

8-8

Cessna Inspection Programs

8-8

Cessna Customer Care Program

8-8

Pilot Conducted Preventive Maintenance

8-9

Alterations Or Repairs

8-9

Ground Handling

8-10

Towing

8-10

Parking

8-11

Tiedown

8-11

Jacking

8-12

Leveling

8-13

Flyable Storage

8-13

Servicing

8-14

Oil

8-15

Oil Specification

8-15

Recommended Viscosity For Temperature Range

8-15

Capacity Of Engine Sump

8-16

Oil And Oil Filter Change

8-16

(Continued Next Page)

162PHUS-00

U.S.

8-1

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

INTRODUCTION

This section contains factory recommended procedures for proper

ground handling and routine care and servicing of your airplane. It also

identifies certain inspection and maintenance requirements which must

be followed if your airplane is to retain that new airplane performance

and dependability. It is important to follow a planned schedule of

lubrication and preventive maintenance based on climatic and flying

conditions encountered in your local area.

Keep in touch with a Cessna Service Station and take advantage of

their knowledge and experience. Your Cessna Service Station knows

your airplane and how to maintain it, and will remind you when

lubrications and oil changes are necessary, as well as other seasonal

and periodic services.

The airplane should be regularly inspected and maintained in

accordance with information found in the airplane maintenance manual

and in company issued Service Bulletins, Safety Alerts and Service

Newsletters. All service bulletins pertaining to the airplane by serial

number should be accomplished and the airplane should receive

repetitive and required inspections. Modifications not approved by

Cessna may void warranties on the airplane since Cessna has no way

of knowing the full effect on the overall airplane. Operation of an

airplane that has been modified may be a risk to the occupants, and

operating procedures and performance data set forth in the POH may

no longer be considered accurate for the modified airplane.

162PHUS-01

U.S.

8-3

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

IDENTIFICATION PLATE

All correspondence regarding your airplane should include the Serial

Number. The Serial Number, Model Number and ASTM Standard

Number can be found on the Identification Plate, located on the aft left

tailcone.

CESSNA OWNER ADVISORIES

Cessna Owner Advisories are sent to Cessna Aircraft FAA Registered

owners of record at no charge to inform them about Safety Alerts,

mandatory Notice of Corrective Actions and/or beneficial airplane

service requirements and product changes. Copies of the actual

bulletins are available from Cessna Service Stations and Cessna

Propeller Aircraft Customer Services.

UNITED STATES AIRPLANE OWNERS

If your airplane is registered in the U.S., appropriate Cessna Owner

Advisories will be mailed to you automatically according to the latest

airplane registration name and address which you have provided to

Cessna. Therefore, it is important that you provide correct and up to

date mailing information to Cessna.

If you require a duplicate Owner Advisory to be sent to an address

different from the aircraft registration address on file at Cessna, please

complete and return an Owner Advisory Application (otherwise no

action is required on your part).

INTERNATIONAL AIRPLANE OWNERS

To receive Cessna Owner Advisories, please complete and return an

Owner Advisory Application.

8-4

U.S.

162PHUS-01

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

PUBLICATIONS

Various publications and flight operation aids are furnished in the

airplane when delivered from the factory. These items are listed below.

• Pilot’s Operating Handbook and Flight Training

Supplement

• Pilot’s Checklist

• Garmin G300 Pilot's Guide

190-00921-00 (latest

revision)

• Passenger Briefing Card

• Customer Care Handbook

To obtain additional publications or owner advisory information, you

may contact Cessna Customer Service at (316) 517- 5800, Fax (316)

517-7271 or write to Cessna Aircraft Company, P.O. Box 7706, Wichita,

KS 67277, Dept 569C.

To obtain additional Garmin publications, you may contact Garmin

Customer Service at Garmin International, Inc, (913) 397-8200, Fax

(913) 397-8282, 1200 East 151st Street, Olathe, Kansas 66062, USA

or visit the Garmin website (www.Garmin.com) for current updates and

supplemental information.

The following additional publications, plus many other supplies that are

applicable to your airplane, are available from a Cessna Service

Station.

• Information Manual (contains Pilot’s Operating

Handbook Information)

• Maintenance Manual, Wiring Diagram Manual and

Illustrated Parts Catalog

(Continued Next Page)

162PHUS-03

U.S.

8-5

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

PUBLICATIONS (Continued)

Cessna Service Stations have a Customer Care Supplies and

Publications Catalog covering all available items, many of which the

Service Station keeps on hand. The Service Station can place an order

for any item which is not in stock.

NOTE

A Pilot's Operating Handbook which is lost or destroyed

may be replaced by contacting a Cessna Service Station.

8-6

U.S.

162PHUS-01

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

AIRPLANE FILE

There are miscellaneous data, information and licenses that are a part

of the airplane file. The following is a checklist for that file. In addition, a

periodic check should be made of the latest Federal Aviation

Regulations to ensure that all data requirements are met.

To be displayed in the airplane at all times:

1. Aircraft Special Airworthiness Certificate (FAA Form 8130-7)

2. Aircraft Registration Certificate (FAA Form 8050-3)

3. Aircraft Radio Station License, (if applicable)

To be carried in the airplane at all times:

1. Current Pilot's Checklist

Recommended to be carried in the airplane at all times:

1. Current Pilot's Operating Handbook and Flight Training

Supplement

2. Garmin G300 Pilot's Guide 190-00921-00 (latest revision)

3. Weight and Balance, and associated papers

4. Equipment List

To be made available upon request:

1. Airframe Logbook

2. Engine Logbook

3. Propeller Logbook

Most of the items listed are required by the United States Federal

Aviation Regulations. Since the regulations of other nations may

require other documents and data, owners of airplanes not registered in

the United States should check with their own aviation officials to

determine their individual requirements.

Cessna recommends that these items, plus the Customer Care

Handbook and Customer Care Card, be carried in the airplane at all

times.

162PHUS-03

U.S.

8-7

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

AIRPLANE INSPECTION PERIODS

FAA REQUIRED INSPECTIONS

As required by U.S. Federal Aviation Regulations, all civil aircraft of

U.S. registry must undergo a complete inspection (annual) each twelve

calendar months. In addition to the required annual inspection,

airplanes operated for hire to provide in-flight instruction must have a

complete inspection every 100 hours of operation.

Cessna and the FAA may require other inspections by the issuance of

Service Bulletins, Safety Alerts and Airworthiness Directives applicable

to the airplane, engine, propeller and components. It is the

responsibility of the owner/operator to ensure compliance with all

applicable Service Bulletins, Safety Alerts and Airworthiness Directives

and when the inspections are repetitive, to take appropriate steps to

prevent inadvertent noncompliance.

CESSNA INSPECTION PROGRAMS

Airplane owners should keep in mind that 14 CFR 61 and 14 CFR 65

establishes the requirement that properly certified agencies or

personnel accomplish all required FAA inspections and most of the

manufacturer recommended inspections.

CESSNA CUSTOMER CARE PROGRAM

Specific benefits and provisions of the Cessna Warranty plus other

important benefits for you are contained in your Customer Care

Handbook supplied with your airplane. The Customer Care Handbook

should be thoroughly reviewed and kept in the airplane at all times.

You will also want to return to your Cessna Service Station at 25, 50

and

100 hours inspections. These important inspections will be

performed for you by any Cessna Service Station, in most cases you

will prefer to have the Cessna Service Station from whom you

purchased the airplane accomplish this work.

8-8

U.S.

162PHUS-03

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

PILOT CONDUCTED PREVENTIVE MAINTENANCE

A certified pilot who owns or operates an airplane not used as an air

carrier is authorized by 14 CFR 43 to perform limited maintenance on

his/her airplane. Refer to 14 CFR 43 for a list of the specific

maintenance operations which are allowed.

NOTE

Pilots operating airplanes of other than U.S. registry should

refer to the regulations of the country of certification for

information on preventive maintenance that may be

performed by pilots.

A current Maintenance Manual must be obtained prior to performing

any preventive maintenance to ensure that proper procedures are

followed. A Cessna Service Station should be contacted for further

information or for required maintenance which must be accomplished

by appropriately licensed personnel.

ALTERATIONS OR REPAIRS

It is essential that a Cessna Service Station be contacted prior to any

alterations on the airplane to ensure that airworthiness of the airplane is

not violated. Alterations or repairs to the airplane must be

accomplished by licensed personnel, utilizing only Cessna Aircraft

Company Approved components and Cessna Approved data, such as

Cessna Service Bulletins, Cessna Approved Modification Kits and/or

Cessna Approved Maintenance Manuals.

162PHUS-01

U.S.

8-9

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

GROUND HANDLING

TOWING

The airplane is most easily and safely maneuvered by hand with a tow

bar attached to the nosewheel. When towing with a vehicle, do not

exceed the nose gear turning angle of 57.5° either side of center, or

damage to the nose landing gear will result.

If the airplane is towed or pushed over a rough surface during

hangaring, watch that the normal cushioning action of the nose strut

does not cause excessive vertical movement of the tail and the

resulting contact with low hangar doors or structure. A flat nose tire will

also increase tail height.

CAUTION

DO NOT APPLY PRESSURE ON THE ELEVATOR OR

HORIZONTAL

STABILIZER

SURFACES.

WHEN

PUSHING ON THE TAILCONE, ALWAYS

APPLY

PRESSURE AT A FUSELAGE BULKHEAD TO AVOID

BUCKLING THE SKIN.

(Continued Next Page)

8-10

U.S.

162PHUS-03

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

GROUND HANDLING (Continued)

PARKING

When parking the airplane, head into the wind and set the parking

brake. Failure to park into the wind may allow wing flaps to blow down

randomly. If forced to park with the tail into the wind, place the flaps

FULL down and secure the airplane per the TIEDOWN procedure. Do

not set the parking brake during cold weather when accumulated

moisture may freeze the brakes, or when the brakes are overheated.

Install the control stick lock and chock the wheels. In severe weather

and high wind conditions, tie the airplane down as outlined in the

following paragraph.

TIEDOWN

Proper tiedown procedure is the best precaution against damage to the

parked airplane by gusty or strong winds. To tiedown the airplane

securely, proceed as follows:

1. Set the parking brake and install the control wheel lock.

2. Install a surface control lock over the fin and rudder.

3. Tie sufficiently strong ropes or chains (700 pounds tensile

strength) to the wing, tail and nose tiedown fittings and secure

each rope or chain to a ramp tiedown.

4. Install a pitot tube cover.

(Continued Next Page)

162PHUS-00

U.S.

8-11

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

GROUND HANDLING (Continued)

JACKING

When a requirement exists to jack the entire airplane off the ground, or

when wing jack points are used in the jacking operation, refer to the

Maintenance Manual for specific procedures and equipment required.

Individual main gear may be jacked by using the jack pad which is

incorporated in the main landing gear strut. When using the individual

gear strut jack pad, flexibility of the gear strut may cause the main

wheel to slide inboard as the wheel is raised, tilting the jack. The jack

must then be lowered for a second jacking operation. Do not jack both

main wheels simultaneously using the individual main gear jack pads.

CAUTION

DO NOT APPLY PRESSURE ON THE ELEVATOR OR

HORIZONTAL

STABILIZER

SURFACES.

WHEN

PUSHING ON THE TAILCONE, ALWAYS

APPLY

PRESSURE AT A FUSELAGE BULKHEAD TO AVOID

BUCKLING THE SKIN.

If nose gear maintenance is required, the nosewheel may be raised off

the ground by pressing down on a aft fuselage tailcone bulkhead, just

forward of the horizontal stabilizer, and allowing the tail to rest on the

tail tiedown ring.

To assist in raising and holding the nosewheel off the ground, ground

anchors should be utilized at the tail tiedown point.

NOTE

Ensure that the nose will be held off the ground under all

conditions by means of suitable stands or supports under

weight supporting bulkheads near the nose of the airplane

or the engine truss mount.

(Continued Next Page)

8-12

U.S.

162PHUS-00

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

GROUND HANDLING (Continued)

LEVELING

Longitudinal leveling of the airplane is accomplished by placing a level

on leveling screws located on the left side of the tailcone. Deflate the

nose tire and raise the main landing gear to properly center the bubble

in the level. The fuselage wing carry through spar in the cabin may be

used to level the airplane laterally.

FLYABLE STORAGE

Engines in airplanes that are flown every 30 days or less may not

achieve normal service life because of internal corrosion. Corrosion

occurs when moisture from the air and the products of combustion

combine to attack cylinder walls and bearing surfaces during periods

when the airplane is not flown.

The minimum recommended operating frequency for the engine is one

continuous flight hour (not counting taxi, takeoff and landing time) with

oil temperatures of 170°F to 220°F every 30 days or less (depending on

location and storage conditions). Airplanes operated close to oceans,

lakes, rivers and in humid regions are in greater need of engine

preservation than airplanes operated in arid regions. Appropriate

engine preservation procedures must be practiced by the owner or

operator of the airplane based on present environmental conditions and

the frequency of airplane activity.

NOTE

The engine manufacturer does not recommend pulling the

engine through by hand during storage periods.

If the airplane is to remain inactive for more than 30 days, consult the

latest revision of Teledyne Continental Motors (TCM) Service

Information Letter SIL99-1 or later revision (www.tcmlink.com).

It is recommended when storing the airplane for any period of time to

keep fuel tanks full to minimize condensation in tanks. Keep the battery

fully charged to prevent the electrolyte from freezing in cold weather.

Refer to the Maintenance Manual for proper airplane storage

procedures.

162PHUS-01

U.S.

8-13

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

SERVICING

In addition to the Preflight Inspection covered in Section 7 of this POH,

complete servicing, inspection and test requirements for your airplane

are detailed in the Maintenance Manual. The Maintenance Manual

outlines all items which require attention at specific intervals plus those

items which require servicing, inspection, and/or testing at special

intervals.

Since Cessna Service Stations conduct all service, inspection, and test

procedures in accordance with applicable Maintenance Manuals, it is

recommended that you contact a Cessna Service Station concerning

these requirements and begin scheduling your airplane for service at

the recommended intervals.

Depending on various flight operations, your local government aviation

agency may require additional service, inspections, or tests. For these

regulatory requirements, owners should check with local aviation

officials where the airplane is being operated.

For quick and ready reference, quantities, materials and specifications

for frequently used service items are as follows.

8-14

U.S.

162PHUS-00

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

OIL

OIL SPECIFICATION

SAE J1966 Aviation Grade Non-Dispersant Mineral Oil: Used when the

airplane was delivered from the factory and should be used to replenish

the supply during the first 25 hours. This oil should be drained and the

filter changed after the first 25 hours of operation. Refill the engine with

SAE J1966 Aviation Grade Non-Dispersant Mineral Oil and continue to

use until a total of 50 hours has accumulated or oil consumption has

stabilized.

SAE J1899 Aviation Grade Ashless Dispersant Oil: Oil conforming to

Teledyne Continental Motors (TCM) Service Information Letter SIL99-

2B, and all revisions and supplements thereto, must be used after first

50 hours or oil consumption has stabilized.

RECOMMENDED VISCOSITY FOR TEMPERATURE

RANGE

Multiviscosity or straight grade oil may be used throughout the year for

engine lubrication. Refer to the following table for temperature versus

viscosity ranges.

SAE J1966

SAE J1899

Non-Dispersant

Ashless Dispersant Oil

Mineral Oil

SAE Grade

Temperature

SAE Grade

Above 4°C (40°F)

50, 15W-50, 20W-50 or 25W-60

Below 4°C (40°F)

30, 15W-50, 20W-50 or 25W-60

All Temperatures

M20W-50

15W-50, 20W-50 or 25W-60

NOTE

When operating temperatures overlap, use the lighter

grade of oil.

(Continued Next Page)

162PHUS-00

U.S.

8-15

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

OIL (Continued)

CAPACITY OF ENGINE SUMP

The engine has a total capacity of 5.5 U.S. quarts, with the oil filter

accounting for approximately 0.33 U.S. quarts of that total. The engine

must not be operated on less than 3.5 U.S. quarts (as measured by the

dipstick). For extended flights, the engine should be filled to capacity.

OIL AND OIL FILTER CHANGE

After the first 25 hours of operation, drain the engine oil sump and

replace the filter. Refill sump with non-dispersant mineral oil and use

until a total of 50 hours has accumulated or oil consumption has

stabilized; then change to ashless dispersant oil. Ashless dispersant oil

(and oil filter) should be changed at time intervals set forth by the

engine manufacturer.

NOTE

During the first 25 hour oil and filter change, a general

inspection of the overall engine compartment is required.

Items which are not normally checked during a preflight

inspection should be given special attention. Hoses, metal

lines and fittings should be inspected for signs of oil and

fuel leaks, and checked for abrasions, chafing, security,

proper routing and support, and evidence of deterioration.

Inspect the intake and exhaust systems for cracks,

evidence of leakage, and security of attachment. Engine

controls and linkages should be checked for freedom of

movement through their full range, security of attachment

and evidence of wear. Inspect wiring for security, chafing,

burning, defective insulation, loose or broken terminals,

heat deterioration, and corroded terminals. A periodic

check of these items during subsequent servicing

operations is recommended.

8-16

U.S.

162PHUS-00

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

FUEL

APPROVED FUEL GRADES (AND COLORS)

100LL Grade Aviation Fuel (Blue)

100

Grade Aviation Fuel (Green)

NOTE

Isopropyl alcohol or Diethylene Glycol Monomethyl Ether

(DiEGME) may be added to the fuel supply in quantities not

to exceed 1% (alcohol) or 0.15% (DiEGME) of total volume.

Refer to Fuel Additives in later paragraphs for additional

information.

FUEL CAPACITY

Total Capacity

25.46 U.S. GALLONS (96.34 l)

Total Usable

24.00 U.S. GALLONS (90.82 l)

Total Capacity Each Tank

12.73 U.S. GALLONS (48.17 l)

Total Usable Each Tank

12.00 U.S. GALLONS (45.41 l)

NOTE

• To ensure maximum fuel capacity and minimize

crossfeeding when refueling, always park the airplane in

a wings level, normal ground attitude. Refer to Figure 1-

1 for normal ground attitude dimensions.

• The fuel filler assembly is equipped with indicator tabs

for 3/4, 1/2 and 1/4 fuel quantities.

• Maximum full capacity is indicated when fuel reaches the

upper hole of the indicator tab. This fuel level allows for

proper thermal expansion. Filling the fuel tank above the

upper hole eliminates expansion space resulting in fuel

venting overboard through the fuel vent.

(Continued Next Page)

162PHUS-00

U.S.

8-17

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

FUEL (Continued)

FUEL ADDITIVES

Strict adherence to recommended preflight draining instructions as

called for in Section 7 will eliminate any free water accumulations from

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

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

in the operation of the engine.

One exception to this can be encountered when operating under the

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

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

temperature. Under these unusual conditions, small amounts of water

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

quantities to induce partial icing of the engine fuel system.

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

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

world and consequently must be dealt with, when encountered.

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

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

Diethylene Glycol Monomethyl Ether (DiEGME) compound to the fuel

supply.

The introduction of alcohol or DiEGME compound into the fuel provides

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

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

NOTE

When using fuel additives, it must be remembered that the

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

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

nozzle. For example, adding

15 gallons of correctly

proportioned fuel to a tank which contains 20 gallons of

untreated fuel will result in a lower than acceptable

concentration level to the 35 gallons of fuel which now

reside in the tank.

(Continued Next Page)

8-18

U.S.

162PHUS-00

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

FUEL (Continued)

FUEL ADDITIVES (Continued)

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

by volume. Concentrations greater than 1% are not recommended

since they can be detrimental to fuel tank materials.

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

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

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

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

operation by pouring the alcohol directly on the fuel stream

issuing from the fueling nozzle.

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

alcohol dosage with some fuel in a separate clean container

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

mixture to the tank prior to the fuel operation.

Diethylene Glycol Monomethyl Ether (DiEGME) compound must be

carefully mixed with the fuel in concentrations between

0.10%

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

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

WARNING

ANTI-ICING ADDITIVE IS DANGEROUS TO HEALTH

WHEN BREATHED AND/OR ABSORBED INTO THE

SKIN.

CAUTION

MIXING OF DIEGME WITH FUEL IS EXTREMELY

IMPORTANT. A CONCENTRATION IN EXCESS OF THAT

RECOMMENDED (0.15% BY VOLUME MAXIMUM) MAY

RESULT IN DETRIMENTAL EFFECTS TO THE FUEL

TANK AND SEALANT, AND DAMAGE TO O-RINGS AND

SEALS USED IN THE FUEL SYSTEM AND ENGINE

COMPONENTS. A CONCENTRATION OF LESS THAN

THAT RECOMMENDED (0.10% BY TOTAL VOLUME

MINIMUM) WILL RESULT IN INEFFECTIVE TREATMENT.

USE ONLY BLENDING EQUIPMENT THAT IS

RECOMMENDED BY THE MANUFACTURER TO OBTAIN

PROPER PROPORTIONING.

(Continued Next Page)

162PHUS-01

U.S.

8-19

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

FUEL (Continued)

FUEL ADDITIVES (Continued)

FUEL MIXING RATIO

Figure 8-1*

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

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

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

concentration can be checked using a differential refractometer. It is

imperative that the technical manual for the differential refractometer be

followed explicitly when checking the additive concentration.

(Continued Next Page)

8-20

U.S.

162PHUS-01

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

FUEL (Continued)

FUEL CONTAMINATION

Fuel contamination is usually the result of foreign material present in

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

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

or fuel system components can cause the fuel to become

contaminated.

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

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

the fuel strainer quick drain valve to determine if contaminants are

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

grade of fuel.

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

the fuel strainer and fuel sump valve, and then gently rock the wings

and lower the tail to the ground to move any additional contaminants to

the sampling points. Take repeated samples from all fuel drain points

until all contamination has been removed. If, after repeated sampling,

evidence of contamination still exists, the airplane should not be flown.

Tanks should be drained and system purged by qualified maintenance

personnel. All evidence of contamination must be removed before

further flight. If the airplane has been serviced with the improper fuel

grade, defuel completely and refuel with the correct grade. Do not fly

the airplane with contaminated or unapproved fuel.

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

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

checked for contamination and is properly filtered before allowing the

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

provided weight and balance considerations will permit, to reduce the

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

To further reduce the possibility of contaminated fuel, routine

maintenance of the fuel system should be performed in accordance

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

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

not be used unless approved by Cessna and the Federal Aviation

Administration.

162PHUS-01

U.S.

8-21

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

LANDING GEAR

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

COMPONENT

SERVICING CRITERIA

Nose Wheel (4.00-5, 8-Ply Rated Tire)

38.0 PSI +/- 2.0 PSI

Main Wheel (5.00-5, 4-Ply Rated Tire)

30.0 PSI +/- 2.0 PSI

Brakes

MIL-H-5606

CLEANING AND CARE

WINDSHIELD AND WINDOWS

The plastic windshield and windows should be cleaned with an airplane

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

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

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

cloths. The inside of the windshield should be cleaned with a anti-fog

cleaning agent.

CAUTION

NEVER USE GASOLINE, BENZENE, ALCOHOL,

ACETONE, FIRE EXTINGUISHER, ANTI-ICE FLUID,

LACQUER THINNER OR GLASS CLEANER TO CLEAN

THE PLASTIC. THESE MATERIALS WILL ATTACK THE

PLASTIC AND MAY CAUSE IT TO CRAZE.

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

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

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

Rinse thoroughly, then dry with a clean moist chamois.

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

electrostatic charge which attracts dust. Waxing with a good

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

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

scratches and help prevent further scratching.

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

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

(Continued Next Page)

8-22

U.S.

162PHUS-01

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

CLEANING AND CARE (Continued)

PAINTED SURFACES

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

lasting finish.

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

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

cloths or a chamois. Remove stubborn oil and grease with a cloth

moistened with Stoddard solvent. Take special care to make sure that

the exterior graphics are not touched by the solvent. For complete care

of exterior graphics, refer to the Maintenance Manual.

CAUTION

HARSH OR ABRASIVE SOAPS OR DETERGENTS

WHICH CAUSE CORROSION OR SCRATCHES SHOULD

NEVER BE USED ON THE PAINTED ALUMINUM

STRUCTURE.

To seal any minor surface chips or scratches and protect against

corrosion, the airplane should be waxed regularly with a good

automotive wax applied in accordance with the manufacturer's

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

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

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

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

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

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

abrasion encountered in these areas. Reapplication of wax will

generally be necessary after cleaning with soap solution or after

chemical deicing operations.

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

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

surfaces during ice removal with chemical liquids. Isopropyl alcohol will

satisfactorily remove ice accumulations without damaging the paint.

However, keep the isopropyl alcohol away from the windshield and

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

(Continued Next Page)

162PHUS-01

U.S.

8-23

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 162

AND MAINTENANCE

GARMIN G300

CLEANING AND CARE (Continued)

PROPELLER CARE

COMPOSITE PROPELLER

Preflight inspection should include inspection of the propeller for

cracks, missing material, exposed fibers, bubbled areas, or other

visually evident damage. Inspect the leading edge guard for

delamination or cracks.

WARNING

OPERATION WITH DAMAGED OR DELAMINATED

LEADING EDGE GUARDS MAY RESULT IN

SEPARATION OF THE LEADING EDGE GUARD OR

FAILURE OF THE PROPELLER BLADE.

ALUMINUM PROPELLER

Preflight inspection should include inspection of the propeller blades for

nicks and scratches. Small nicks on the propeller, particularly near the

tips and on the leading edges, should be monitored.

WARNING

OPERATION WITH NICKS OR SCRATCHES IN THE

LEADING EDGE GREATER THAN 0.125 INCHES MAY

RESULT IN CRACKS OR FAILURE OF THE

PROPELLER BLADE.

ENGINE CARE

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

with instructions in the Maintenance Manual. Most efficient cleaning is

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

protection is afforded for components which might be adversely

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

proper lubrication of controls and components after engine cleaning.

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

not to exceed 500 hours.

(Continued Next Page)

8-24

U.S.

162PHUS-03

CESSNA

SECTION 8

MODEL 162

AIRPLANE HANDLING, SERVICE

GARMIN G300

AND MAINTENANCE

CLEANING AND CARE (Continued)

INTERIOR CARE

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

the interior regularly with a vacuum cleaner.

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

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

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

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

Oily spots may be cleaned with household spot removers, used

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

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

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

padding and backing materials.

Soiled upholstery may be cleaned with foam type detergent, used

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

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

cleaner.

CAUTION

HARSH OR ABRASIVE SOAPS OR DETERGENTS

WHICH CAUSE CORROSION OR SCRATCHES SHOULD

NEVER BE USED ON THE PAINTED ALUMINUM

STRUCTURE.

For complete information related to interior cleaning, refer to the

Maintenance Manual.

AVIONICS CARE

The Garmin G300 and avionics displays have an anti-reflective coating

that is very sensitive to skin oils, waxes, ammonia, and abrasive

cleaners. Clean the displays as described in the G300 Pilot’s Guide.

162PHUS-01

U.S.

8-25/8-26

CESSNA

SECTION 9

MODEL 162

PLACARDS AND MARKINGS

GARMIN G300

AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their color code significance are

shown in Figure 9-2.

AIRSPEED INDICATOR MARKINGS

KIAS VALUE OR

MARKING

SIGNIFICANCE

RANGE

Red Band

<37

Low airspeed warning.

White Band

37 - 70

Full Flap Operating Range. Lower limit is

maximum weight V_SO in landing configuration.

Upper limit is maximum speed permissible with

flaps extended.

Green Band

41 - 124

Normal Operating Range. Lower limit is

maximum weight V_S1 at most forward C.G.

with flaps retracted. Upper limit is maximum

structural cruising speed.

Yellow

124 - 148

Operations must be conducted with caution

Band

and only in smooth air.

Red Line

>149

Maximum speed for all operations.

Flaps 25°

Maximum Flaps 25° Operation

Tick Mark

Flaps 10°

100

Maximum Flaps 10° Operation

Tick Mark

Best Angle of Climb Air Speed

Tick Mark

Best Rate of Climb Air Speed

Tick Mark

Figure 9-1

162PHUS-01

U.S.

9-3

SECTION 9

CESSNA

PLACARDS AND MARKINGS

MODEL 162

GARMIN G300

POWERPLANT AND ELECTRICAL INSTRUMENT

MARKINGS

Powerplant and electrical instrument markings and their color code

significance are shown in Figure 9-3. Operation with indications in the

red range is prohibited. Avoid operating with indicators in the yellow

range.

POWERPLANT AND ELECTRICAL INSTRUMENT MARKINGS

GREEN

RED

YELLOW

RED

(NORMAL

INSTRUMENT

(LOWER

(UPPER

OPERATING

WARNING)

CAUTION)

WARNING)

RANGE)

Tachometer

----

2000 to 2750

2750* to 3500

(RPM)

RPM

Oil

----

0 to 75°F

75 to 220°F

220 to 240°F

240* to 265°F

Temperature

(OIL °F)

Oil Pressure

0 to 10 PSI

10 to 30 PSI

30 to 60 PSI

60 to 100 PSI

100* to 140 PSI

(OIL PSI)

Exhaust Gas

----

1000 to 1600°F

Temperature

White Advisory

(if installed)

(EGT °F)

Carburetor

5 to 40°F

Temperature

(CARB °F)

Battery

-35 to 35

Current

White Advisory

(AMPS)

Bus Voltage

-30 to 12.5

12.5 to 15

15 to 16

16 to 30

(VOLTS)

*Maximum operating limit is lower end of red.

Figure 9-2

9-4

U.S.

162PHUS-00

CESSNA

SECTION 9

MODEL 162

PLACARDS AND MARKINGS

GARMIN G300

PLACARDS

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

individual placards.

1. In full view of the pilot: (The DAY-NIGHT-VFR entry, shown on

the example below, will vary with installed equipment):

The markings and placards installed in this airplane contain operating

limitations which must be complied with when operating this airplane.

Other operating limitations which must be complied with when

operating this airplane in this category are contained in the Pilot’s

Operating Handbook.

No acrobatic maneuvers, including spins, are approved.

Flight into known icing conditions prohibited.

This airplane is approved for the following flight operations as of the

date of original airworthiness certificate:

DAY - NIGHT - VFR

2. On control lock:

3. On left instrument panel above magnetos switch:

MIN

TAKEOFF PROHIBITED WITH LESS THAN 1/4 FUEL

(Continued Next Page)

162PHUS-03

U.S.

9-5

SECTION 9

CESSNA

PLACARDS AND MARKINGS

MODEL 162

GARMIN G300

PLACARDS (Continued)

4. On the lower left instrument panel:

WARNING

Assure that all contaminants,

including water, are removed

from fuel and fuel systems

before flight. Failure to assure

contaminant free fuel and heed

all safety instructions and

owner advisories prior to flight

can result in bodily injury or death.

5. On the upper left instrument panel:

NO INTENTIONAL SPINS

6. On the instrument panel directly above the PFD:

MAXIMUM OPERATING MANEUVERING SPEED: 89 KIAS

DESIGN MANEUVERING SPEED: 102 KIAS

7. On the upper right instrument panel:

8. On the right instrument panel:

This aircraft was

manufactured in

accordance with Light

Sport Aircraft airworthiness

standards and does not conform

to standard category airworthiness

requirements.

(Continued Next Page)

9-6

U.S.

162PHUS-03

CESSNA

SECTION 10

MODEL 162

SUPPLEMENTS

GARMIN G300

SUPPLEMENTS

INTRODUCTION

The supplements in this section contain amended operating limitations,

operating procedures, performance data and other necessary

information for airplanes conducting special operations for both

standard and optional equipment installed in the airplane. Operators

should refer to each supplement to ensure that all limitations and

procedures appropriate for their airplane are observed.

A Cessna Approved Log Of Approved Supplements is provided for

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

supplements applicable to this airplane by name, supplement number

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

applicable supplements have been placed in the Pilot's Operating

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

equipment must be maintained to the latest revision. Those

supplements applicable to optional equipment which is not installed in

the airplane, do not have to be retained.

Each individual supplement contains its own Log of Effective Pages.

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

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

supplement occurred. Supplement page numbers will include an S and

the supplement number preceding the page number.

The part number of the supplement provides information on the

revision level. Refer to the following example:

162PHUS

-S1

-00

Revision Level of Supplement

Supplement Number

Cessna 162 U.S. Pilot’s Operating

Handbook (Serials 16200001 and On)

162PHUS-00

U.S.

10-1/10-2

Cessna 162 Skycatcher Aircraft Pilot. Operating Handbook (2009) - page 3