Cessna skyhawk flight manual

Compare Products View Site. View Site. Nothing is more liberating than learning to fly. With simplistic flight characteristics, great visibility and a sophisticated glass cockpit outfitted with GARMIN G avionics, the Cessna Skyhawk piston boasts a slow landing speed and a lenient stall.

Designed to fly. Built for adventure. Share your Cessna piston story using WithMyCessna. High wing design offers better visibility and stability as well as greater ground clearance, making it optimal for student pilots. LED landing and recognition lights offer enhanced visibility and strong illumination for night flying. Two large cabin doors allow for convenient entry and loading for student and instructor. Ideal for entry-level landings, the Skyhawk piston features a sturdy tricycle landing system and a resilient airframe.

A horizontally opposed, air-cooled, four-cylinder fuel-injected Lycoming engine provides horsepower. This steadfast engine pairs economy with convenience, making it one of the most reliable piston engines ever built. Textron Aviation aircraft are engineered to be flexible and accommodating to meet a number of mission specific challenges. Visit Special Missions.

The Cessna Skyhawk piston is ideally designed for instructors, students and observers alike. Cessna Skyhawk Owner's Manual 34 pages.

Equipment described as "Optional" denotes that the subject equipment is optional on the Model Much of this equipment is standard on the This can best be done by reviewing this equipment while sitting in the airplane.

Those items whose function and operation are not obvious are covered in Section n. Page 4 2 a. Remove rudder gust lock, if installed, b. Disconnect tail tie-down, c. Check control surfaces for freedom of movement and security. Check aileron for freedom of movement and security.

Disconnect wing tie-down. Check main wheel tire for proper inflation. Autopilot Control Unit Opt. Microphone Opt. Fuel Selector Valve Handle Elevator Trim Control Wheel Throttle Carburetor Heat Control Electrical Switches Circuit Breakers Page 9 tank may occur if the wings are not maintained exactly level.

Page 10 the ammeter indicates the charging rate applied to the battery. Page 11 the circuit breaker. This will re-activate the transmitter relay and permit control wheel. The light illuminates the lower portion of the cabin, just its usage. Do not turn the switch on again until the malfunction is corrected. Page 12 exhaust stack indicates overpriming or flooding. Excess fuel can be cleared and front seat passenger, and as optional equipment for the rear seat from the combustion chambers by the following procedure: Set the mixture passengers.

Also, long periods of idling may cause fouled spark plugs. Take-offs into strong crosswinds normally are performed with the All figures are based on lean mixture, 38 The stall characteristics are conventional and aural warning is pro vided gallons of fuel no reserve , zero wind, standard atmospheric conditions, and by a stall warning horn which sounds between 5-and 10 MPH above the stall in pounds gross weight.

Page 16 peller through several times by hand to "break loose" or "limber" the oil, thus avoid unnecessary nose gear loads. This procedure is especially important conserving battery energy. When pulling the propeller through by hand, treat it as if the For short field landings, make a power-off approach at approximately 69 ignition switch is turned on. Page 17 is being turned by hand with throttle closed. Leave primer Carburetor heat may be used to overcome any occasional engine charged and ready for stroke.

Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpected weather is encountered. The planned J configuration would be introduced as a new model, the The deluxe option would become the Cardinal. The 'J' designation was never publicly used. The next model year was the 'K' model. The K had a redesigned tailfin cap and reshaped rear windows.

Optional long-range 52 US gal l wing fuel tanks were offered. The rear windows were slightly enlarged by 16 square inches cm 2. The model was still called the K, but sported fiberglass, downward-shaped, conical wing tips.

Fully articulated seats were offered as well. Production in was units. The L, sold during and , replaced the main landing gear legs which were originally flat spring steel with tapered, tubular steel gear legs.

The new gear had a width that was increased by 12 in 30 cm. The 'L' also had a plastic fairing between the dorsal fin and vertical fin to introduce a greater family resemblance to the 's vertical fin. The M of —76 gained a drooped wing leading edge for improved low-speed handling. This was marketed as the 'camber-lift' wing. The baggage compartment was increased in size, and nose-mounted dual landing lights were available as an option.

In , Cessna stopped marketing the aircraft as the and began exclusively using the 'Skyhawk' designation. This model year also saw a redesigned instrument panel to hold more avionics. Among other changes, the fuel and other small gauges were relocated to the left side for improved pilot readability compared with the earlier panel designs.

Total production of 'M' models was over the four years it was manufactured. But this engine proved troublesome, and it was replaced by the similarly rated OD2J to create the P. The 'N' model also introduced rudder trim as an option and standard 'pre-selectable' flaps. The model brought a volt electrical system to replace the previous volt system.

Air conditioning was an option. Larger wing tanks increased the optional fuel to 66 US gallons l. The 'N' remained in production until when the P or Skyhawk P was introduced. The P, or Skyhawk P, was introduced in to solve the reliability problems of the 'N' engine.

The Lycoming OD2J was a great improvement. The 'P' model also saw the maximum flap deflection decreased from 40 degrees to 30 to allow a gross weight increase from 2, lb 1, kg to 2, lb 1, kg. A wet wing was optional, with a capacity of 62 US gallons of fuel. In , the 'P' saw the landing lights moved from the nose to the wing to increase bulb life. The model added some minor soundproofing improvements and thicker windows. Production of the 'P' ended in , and no more s were built for eleven years as legal liability rulings in the US had pushed Cessna's insurance costs too high, resulting in dramatically increasing prices for new aircraft.

The Q was introduced in and given the name Cutlass to create an affiliation with the RG, although it was actually a P with a Lycoming OA4N engine of horsepower kW.

It had a useful load that was about lb 45 kg more than the Skyhawk P and a rate of climb that was actually 20 feet 6 m per minute lower, due to the higher gross weight. Production ended after only three years when all production stopped. This is the first Cessna to have a factory-fitted fuel-injected engine. The R's maximum takeoff weight is 2, lb 1, kg. This model year introduced many improvements, including a new interior with soundproofing, an all new multi-level ventilation system, a standard four point intercom, contoured, energy absorbing, 26g front seats with vertical and reclining adjustments and inertia reel harnesses.

The maximum engine rpm was increased from 2, rpm to 2, rpm resulting in a 20 hp 15 kW increase over the 'R' model. As a result, the maximum takeoff weight was increased to 2, lb 1, kg.