Supplement Pilot's Operating Handbook Cessna 172 R & S

or damage to it as a result of improper functioning. UPDATE AND REVISION OF THE MANUAL
WARNING: Non-compliance with these safety rules could lead to injury or even death.
CAUTION: Non-compliance with these special notes and safety measures could cause damage to the engine or to the other components.  Note: Information added for a better understanding of an instruction.
WARNING: A safe operation is only assured with an up to date POH supplement. Information about actual POH supplement issues and revisions are published in the TAE Service Bulletin TM TAE 000-0004.  Note: The TAE-No of this POH supplement is published on the cover sheet of this supplement. Supplement POH Cessna 172 R&S Page 1-2 Issue 3 Revision 1, April 2011 ENGINE Engine manufacturer:............... Thielert Aircraft Engines GmbH Engine model: ........................... TAE 125-01 or TAE 125-02-99 The TAE 125-02-99 is the successor of the 125-01. Both engine variants have the same power output and the same propeller speeds but different displacement. While the TAE 125-01 has 1689 ccm, the TAE 125-02-99 has 1991 ccm. Both TAE 125 engine variants are liquid cooled in-line four-stroke 4-cylinder motors with DOHC (double overhead camshaft) and are direct Diesel injection engines with common-rail technology and turbocharging. Both engine variants are controlled by a FADEC system. The propeller is driven by a built-in-gearbox (i=1.69) with mechanical vibration damping and overload release. The engine variants have an electrical self starter and an alternator. Due to this specific characteristic, all of the information from the flight manual recognized by EASA are no longer valid with reference to: • carburetor and carburetor pre-heating • ignition magnetos and spark plugs, and • mixture control and priming system PROPELLER Manufacturer:.........................MT Propeller Entwicklung GmbH Model: ........................................................... MTV-6-A/187-129 Number of blades:.................................................................... 3 Diameter: ........................................................................ 1.87 m Type: ..................................................................constant speed
WARNING: The engine requires an electrical power source for operation. If the main battery and alternator fail simultaneously, the engine will only operate for a maximum of 30 minutes on FADEC backup battery power. Therefore, it is important to pay attention to indications of alternator failure. Supplement POH Cessna 172 R&S Page 1-3 Issue 3 Revision 1, April 2011 FUELS and LIQUIDS Fuel: .............................................JET A-1/JET-A (ASTM 1655) Alternative: .............................................. Diesel (DIN EN 590) ..........................................Fuel No.3 (GB6537-94) ....................... JP-8, JP-8+100 (MIL-DTL-83133E) Engine oil: ...................................... AeroShell Oil Diesel Ultra ................................. AeroShell Oil Diesel 10W-40 ..........................................Shell Helix Ultra 5W-30 ..........................................Shell Helix Ultra 5W-40 Gearbox oil: .................. Shell Getriebeöl EP 75W-90 API GL-4 .............................Shell Spirax GSX 75W-80 GL-4 Coolant:................Water/Radiator Protection at a ratio of 50:50 Radiator Protection: ............. BASF Glysantin Protect Plus/G48 ......................... Mobil Antifreeze Extra/G48 ........................ESSO Antifreeze Extra/G48 Comma Xstream Green - Concentrate/G48 .................................. Zerex Glysantin G 48
CAUTION: Use of unapproved fuels may result in damage to the engine and fuel system components, resulting in possible engine failure.
CAUTION: Use approved oil with exact declaration only!
WARNING: The engine must not be started under any circumstances if the level is too low.
CAUTION: Normally it is not necessary to fill the cooling liquid or gearbox oil between maintenance intervals. If the level is too low, please notify the service department immediately.  Note: The freezing point of the coolant is -36°C. Supplement POH Cessna 172 R&S Page 1-4 Issue 3 Revision 1, April 2011 172 R&S normal category Total capacity:..............................180.2 litres (47.6 US gallons) Total capacity of usable fuel: .......168.8 litres (44.6 US gallons) Total capacity each tank: ...............90.1 litres (23.8 US gallons) Total capacity of usable fuel each tank: .......................................84.4 litres (22.3 US gallons C172 R&S utility category Total capacity:.................................117.4 litres (31 US gallons) Total capacity of usable fuel: .............106 litres (28 US gallons) Total capacity each tank: ...............58.7 litres (15.5 US gallons) Total capacity of usable fuel each tank: ............................................53 litres (14 US gallons)  Note: The maximum permissible tank capacity has been reduced due to the higher specific density of Jet A-1 and Diesel compared to AVGAS Supplement POH Cessna 172 R&S Page 1-5 Issue 3 Revision 1, April 2011 WEIGHT LIMITS C172 R&S normal category (C 172 S reduced): Maximum Ramp Weight: ................... 1112 kg (2452 lbs) Maximum Takeoff Weight: ................. 1111 kg (2450 lbs) Maximum Landing Weight ................. 1111 kg (2450 lbs) C172 R utility category: Maximum Ramp Weight: ..................... 954 kg (2102 lbs) Maximum Takeoff Weight: ................... 953 kg (2100 lbs) Maximum Landing Weight ................... 953 kg (2100 lbs) C172 S utility category: Maximum Ramp Weight: ................... 1000 kg (2202 lbs) Maximum Takeoff Weight: ................... 999 kg (2200 lbs) Maximum Landing Weight ................... 999 kg (2200 lbs) Supplement POH Cessna 172 R&S Page 1-6 Issue 3 Revision 1, April 2011 This page intentionally left blank Supplement POH Cessna 172 R&S Page 2-1 Issue 3 Revision 1, April 2011 SECTION 2 LIMITATIONS ENGINE OPERATING LIMITS Engine manufacturer:............... Thielert Aircraft Engines GmbH Engine model: ........................... TAE 125-01 or TAE 125-02-99 Take-off and Max. continuous power:.............. 99 kW (135 HP) Take-off and Max. continuous RPM:........................ 2300 min-1 Engine operating limits for take-off and continuous operation:
WARNING: It is not allowed to start up the engine using external power. If starting the engine is not possible using battery power, the condition of the battery must be verified before flight.  Note: In the absence of any other explicit statements, all of the information on RPM in this supplement to the Pilot´s Operating Handbook are propeller RPM.  Note: This change of the original aircraft is certified up to an altitude of 17,500 ft.
WARNING: It is not allowed to start the engine outside of these temperature limits.  Note: The operating limit temperature is a temperature limit below which the engine may be started, but not operated at the Take-off RPM. The warm-up RPM to be selected can be found in Section 4 of this supplement. Supplement POH Cessna 172 R&S Page 2-2 Issue 3 Revision 1, April 2011 Oil temperature: Minimum engine starting temperature: ................................. -32 °C Minimum operating limit temperature: ....................................50 °C Maximum operating limit temperature: .................................140 °C Coolant temperature: Minimum engine starting temperature: ................................. -32 °C Minimum operating limit temperature: ...................................60 °C Maximum operating limit temperature: .................................105 °C Gearbox temperature: Mininum operating limit temperature: ................................... -30 °C Maximum operating limit temperature: .................................120 °C Min. fuel temperature limits in the fuel tank: Table 2-3a Minimum fuel temperature limits in the fuel tank Fuel Minimum permissible fuel temperature in the fuel tank before Take-off Minimum permissible fuel temperature in the fuel tank during the flight JET A-1, JET A, Fuel No.3 JP-8, JP-8+100 -30° -35° Diesel greater than 0° -5°
WARNING: The fuel temperature of the fuel tank not used should be observed if its later use is intended. Supplement POH Cessna 172 R&S Page 2-3 Issue 3 Revision 1, April 2011 Minimum oil pressure: ....................................................1.2 bar Minimum oil pressure (at Take-off power) .....................2.3 bar Minimum oil pressure (in flight) ......................................2.3 bar Maximum oil pressure.....................................................6.0 bar Maximum oil pressure (cold start < 20 sec.): .................6.5 bar Maximum oil consumption: .........................0.1 l/h (0.1 quart/h)
WARNING: The following applies to Diesel and JET fuel mixtures in the tank: As soon as the proportion of Diesel in the tank is more than 10% Diesel, the fuel temperature limits for Diesel operation must be observed. If there is uncertainty about which fuel is in the tank, the assumption should be made that it is Diesel. Supplement POH Cessna 172 R&S Page 2-4 Issue 3 Revision 1, April 2011 ENGINE INSTRUMENT MARKINGS The engine data of the TAE 125 installation to be monitored are integrated in the combined engine instrument CED-125. The ranges of the individual engine monitoring parameters are shown in the following table. Table. 2-3b Markings of the engine instruments Figure 2-1a AED 125 Figure 2-1b CED 125  Note: If an engine reading is in the yellow or red range, the "Caution" light is activated. It only extinguishes when the "CED-Test/ Confirm" button is pressed. If this button is pressed longer than a second, a selftest of the instrument is initiated. R e d ra n g e A m b e r ra n g e G re e n ra n g e A m b e r r a n g e R e d ra n g e T ac ho m eter [R P M ] ----------- -------------- 0-2300 ------- > 2300 Oil pres s ure [bar] 0-1.2 1.2-2.3 2.3-5.2 5.2-6.0 > 6.0 C o o lant tem perature [°C ] < -32 -32 …+ 60 60-101 101-105 > 105 Oil tem perature [°C ] < -32 -32 …+ 50 50-125 125-140 > 140 Gearbo x tem perature [°C ] ---------- ---------- < 115 115-120 > 120 Lo ad [%] --------- ---------- 0-100 ---------- ---------- In s t ru m e n t Supplement POH Cessna 172 R&S Page 2-5 Issue 3 Revision 1, April 2011 WEIGHT LIMITS C172 R&S normal category (C 172 S reduced): Maximum Ramp Weight: ................... 1112 kg (2452 lbs) Maximum Takeoff Weight: ................. 1111 kg (2450 lbs) Maximum Landing Weight ................. 1111 kg (2450 lbs) C172 R utility category: Maximum Ramp Weight: ..................... 954 kg (2102 lbs) Maximum Takeoff Weight: ................... 953 kg (2100 lbs) Maximum Landing Weight ................... 953 kg (2100 lbs) C172 S utility category: Maximum Ramp Weight: ................... 1000 kg (2202 lbs) Maximum Takeoff Weight: ................... 999 kg (2200 lbs) Maximum Landing Weight ................... 999 kg (2200 lbs) MANEUVER LIMITS Normal Category: No change Utility Category: Intentionally initiating spins is prohibited FLIGHT LOAD FACTORS No change
CAUTION Intentionally initiating negative G maneuvers is prohibited.
CAUTION: Avoid extended negative g-loads duration. Extended negative g-loads can cause propeller control and engine problems.  Note: The load factor limits for the engine must also be observed. Refer to the Operation & Maintenance Manual for the engine. Supplement POH Cessna 172 R&S Page 2-6 Issue 3 Revision 1, April 2011 PERMISSIBLE FUEL GRADES Fuel: ........................................................JET A-1 (ASTM 1655) Alternative: ............................................. JET-A (ASTM D 1655) .............................................Fuel No.3 (GB6537-94) ............................................JP-8 (MIL-DTL-83133E) ....................................JP-8+100 (MIL-DTL-83133E) ................................................. Diesel (DIN EN 590) MAXIMUM FUEL QUANTITIES Due to the higher specific density of Kerosene and Diesel in comparison to Aviation Gasoline (AVGAS) with the TAE 125 installation the permissible tank capacity has been reduced. C172 R&S normal category Total capacity:..............................180.2 litres (47.6 US gallons) Total capacity of usable fuel: .......168.8 litres (44.6 US gallons) Total capacity each tank: ...............90.1 litres (23.8 US gallons) Total capacity of usable fuel each tank: ......................................84.4 litres (22.3 US gallons) C172 R&S utility category Total capacity:.................................117.4 litres (31 US gallons) Total capacity of usable fuel: .............106 litres (28 US gallons) Total capacity each tank: ...............58.7 litres (15.5 US gallons) Total capacity of usable fuel each tank: ............................................53 litres (14 US gallons)
CAUTION: Using non-approved fuels and additives can lead to dangerous engine malfunctions. Supplement POH Cessna 172 R&S Page 2-7 Issue 3 Revision 1, April 2011 PERMISSIBLE OIL TYPES Engine oil: .......................................... AeroShell Oil Diesel Ultra ..................................... AeroShell Oil Diesel 10W-40 ............................................. Shell Helix Ultra 5W-30 ............................................. Shell Helix Ultra 5W-40 Gearbox oil: ...................... Shell Getriebeöl EP 75W-90 API GL-4 ................................ Shell Spirax GSX 75W-80 GL-4 PERMISSIBLE COOLING LIQUID Coolant: .................... Water/Radiator Protection at a ratio of 50:50 Radiator Protection: .................. BASF Glysantin Protect Plus/G48 ............................ Mobil Antifreeze Extra/G48 ........................... ESSO Antifreeze Extra/G48 ... Comma Xstream Green - Concentrate/G48 ......................................Zerex Glysantin G 48
CAUTION: To prevent air from penetrating into the fuel system avoid flying the tanks dry. As soon as the "Low Level" Warning Light illuminates, switch to a tank with sufficient fuel or land.
CAUTION With ¼ tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank.
CAUTION In turbulent air it is strongly recommended to use the BOTH position.  Note The tanks are equipped with a Low Fuel Warning. If the fuel level is below 19 l (5 US gal) usable fuel, the "Fuel L" or "Fuel R" Warning Light illuminates respectively.
CAUTION: Use approved oil with exact designation only! Supplement POH Cessna 172 R&S Page 2-8 Issue 3 Revision 1, April 2011 PLACARDS Near the fuel tank caps: for normal category aircraft: JET FUEL ONLY JET A-1 / DIESEL CAP. 84.4 LITERS (22.3 US GALLONS) USABLE TO BOTTOM OF FILLER INDICATOR TAB for utility category aircraft: JET FUEL ONLY JET A-1 / DIESEL CAP. 53 LITERS (14 US GALLONS) USABLE TO BOTTOM OF FILLER INDICATOR TAB At the fuel selector valve: for normal category aircraft: Left and Right Position: 84.4 Ltr/ 22.3 gal Both Position: 168.8 Ltr/ 44.6 gal for utility category aircraft: Left and Right Position: 53 Ltr/ 14 gal Both Position: 106 Ltr/ 28 gal On the oil funnel or at the flap of the engine cowling: "Oil, see POH supplement" Next to the Alternator Warning Light: "Alternator" Supplement POH Cessna 172 R&S Page 2-9 Issue 3 Revision 1, April 2011 If installed, at the flap of the engine cowling to the External Power Receptacle: „ATTENTION 24 V DC OBSERVE CORRECT POLARITY“ All further placards contained in this section of the EASA- approved POH remain valid. Supplement POH Cessna 172 R&S Page 2-10 Issue 3 Revision 1, April 2011 This page intentionally left blank Supplement POH Cessna 172 R&S Page 3-1 Issue 3 Revision 1, April 2011 SECTION 3 EMERGENCY PROCEDURES INDEX OF CHECKLISTS ENGINE MALFUNCTION ................................................................3-2 During Take-off (with sufficient Runway ahead).........................3-2 Immediately after Take-off..........................................................3-3 During Flight ...............................................................................3-3 Restart after Engine Failure .......................................................3-4 FADEC Malfunction in Flight ......................................................3-5 Abnormal Engine Behavior.........................................................3-7 FIRES...............................................................................................3-8 Engine Fire when starting Engine on Ground ............................3-8 Engine Fire in Flight ...................................................................3-8 Electrical Fire in Flight ................................................................3-9 ENGINE SHUT DOWN IN FLIGHT................................................ 3-10 EMERGENCY LANDING...............................................................3-10 Emergency Landing with Engine out........................................ 3-10 FLIGHT IN ICING CONDITIONS ................................................... 3-11 RECOVERY FROM SPIRAL DIVE................................................ 3-12 ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS ..........................................................................3-13 Alternator Warning light illuminates during normal Engine Operation ..................................................................... 3-15 Ammeter shows Battery Discharge during normal Engine Operation for more than 5 Minutes .............................. 3-16 Total Electrical Failure.............................................................. 3-17 ROUGH ENGINE OPERATION OR LOSS OF POWER............... 3-18 Decrease in Power ................................................................... 3-18 Oil pressure too low.................................................................. 3-19 Oil temperature "OT" too high: ................................................. 3-19 Coolant temperature "CT" too high:.......................................... 3-20 Light "Water Level" illuminates................................................. 3-20 Gearbox temperature "GT" too high: ....................................... 3-20 Fuel Temperature too high: ...................................................... 3-20 Fuel Temperature too low: ....................................................... 3-21 Propeller RPM too high: ........................................................... 3-21 Fluctuations in Propeller RPM:................................................. 3-22 Supplement POH Cessna 172 R&S Page 3-2 Issue 3 Revision 1, April 2011 GENERAL ENGINE MALFUNCTION DURING TAKE-OFF (WITH SUFFICENT RUNWAY AHEAD) (1) Thrust Lever - IDLE (2) Brakes - APPLY (3) Wing flaps (if extended) - RETRACT to increase the braking effect on the runway (4) Engine Master (“IGN“ resp.) - OFF (5) Circuit Breaker (Switch resp.) “Alternator“ and Switch "Battery" - OFF (6) Fuel Shut-off Valve - CLOSED
WARNING: Due to an engine shut-off or a FADEC diagnosed failure there might be a loss propeller valve currency which leads in a low pitch setting of the propeller. This might result in overspeed. Airspeeds below 100 KIAS are suitable to avoid overspeed in failure case. If the propeller speed control fails, climbs can be performed at 65 KIAS and a powersetting of 100%. Supplement POH Cessna 172 R&S Page 3-3 Issue 3 Revision 1, April 2011 IMMEDIATELY AFTER TAKE-OFF If there is an engine malfunction after take-off, at first lower the nose to keep the airspeed and attain gliding attitude. In most cases, landing should be executed straight ahead with only small corrections in direction to avoid obstacles. (1) Airspeed.............................. 65 KIAS (wing flaps retracted) ............................60 KIAS (wing flaps extended) (2) Fuel Shut-off Valve - CLOSED (3) Engine Master (“IGN“ resp.) - OFF (4) Wing flaps - as required (30° recommended) (5) Circuit Breaker (Switch resp.) “Alternator“ and Switch "Battery" - OFF DURING FLIGHT In case that one tank was flown dry, at the first signs of insufficient fuel feed proceed as follows: (1) Fuel Shut-off Valve - OPEN (push full in) (2) Immediately switch the Fuel Selector to BOTH position (3) Electrical Fuel Pump - ON (4) Check the engine (engine parameters, airspeed/altitude change, whether the engine responds to changes in the Thrust Lever position). (5) If the engine acts normally, continue the flight and land as soon as practical..
WARNING: Altitude and airspeed are seldom sufficient for a return to the airfield with a 180° turn while gliding.  Note: Flying a tank dry activates both FADEC warning lights flashing.
WARNING: The high-pressure pump must be checked before the next flight. Supplement POH Cessna 172 R&S Page 3-4 Issue 3 Revision 1, April 2011 RESTART AFTER ENGINE FAILURE Whilst gliding to a suitable landing strip, try to determine the reason for the engine malfunction . If time permits and a restart of the engine is possible, proceed as follows: (1) Airspeed between 65 and 85 KIAS (maximal 100 KIAS) (2) Glide below 13,000 ft (3) Fuel Shut-off Valve - OPEN (push full in) (4) Fuel Selector switch to BOTH position (5) Electrical Fuel Pump - ON (6) Thrust Lever - IDLE (7) Engine Master (“IGN“ resp.) OFF and then ON (if the propeller does not turn, then additionally Starter ON) (8) Check the engine power: Thrust lever 100%, engine parameters, check altitude and airspeed  Note: The propeller will normally continue to turn as long as the airspeed is above 65 KIAS/ 75 mph. Should the propeller stop at an airspeed of more than 65 KIAS/ 75 mph or more, the reason for this should be found out before attempting a restart. If it is obvious that the engine or propeller is blocked, do not use the Starter.  Note: If the Engine Master is in position OFF, the Load Display shows no value even if the propeller is turning. Supplement POH Cessna 172 R&S Page 3-5 Issue 3 Revision 1, April 2011 FADEC MALFUNCTION IN FLIGHT a) One FADEC Light is flashing 1. Press FADEC-Testknob at least 2 seconds 2. FADEC light extinguished (LOW warning category): a) Continue flight normally, b) Inform service center after landing. 3. FADEC light steady illuminated (HIGH warning category) a) Observe the other FADEC light. b) Land as soon as practical. c) Select an airspeed to avoid engine overspeed. d) Inform service center after landing.  Note: The FADEC consists of two components that are independent of each other: FADEC A and FADEC B. In case of malfunctions in the active FADEC, it automatically switches to the other. Supplement POH Cessna 172 R&S Page 3-6 Issue 3 Revision 1, April 2011 b) Both FADEC Lights are flashing 1. Press FADEC-Testknob at least 2 seconds 2. FADEC Lights extinguished (LOW warning category): a) Continue flight normally, b) Inform service center after landing. 3. FADEC Lights steady illuminated (HIGH warning category): a) Check the available engine power, b) Expect engine failure. c) Flight can be continued, however the pilot should i) Select an appropriate airspeed to avoid engine overspeed. ii) Land as soon as possible. iii) Be prepared for an emergency landing. d) Inform service center after landing. 4. In case a tank was flown empty, proceed at the first signs of insufficient fuel feed as follows: a) Immediately switch the Fuel Selector to BOTH b) Electrical Fuel Pump - ON c) Select an airspeed to avoid engine overspeed. d) Check the engine (engine parameters, airspeed/alti- tude change, whether the engine responds to changes in the Thrust Lever position). e) If the engine acts normally, continue the flight and land as soon as practical.  Note: CED load display should be considered unreliable with both FADEC lights illuminated. Use other indications to assess engine condition.
WARNING: The high-pressure pump must be checked before the next flight. Supplement POH Cessna 172 R&S Page 3-7 Issue 3 Revision 1, April 2011 ABNORMAL ENGINE BEHAVIOR If the engine acts abnormally during flight and the system does not automatically switch to the B-FADEC, it is possible switch to the B-FADEC manually. (1) Select an appropriate airspeed to avoid engine overspeed (2) "Force-B" switch to B-FADEC (3) Flight may be continued, but the pilot should: i) Select an airspeed to avoid engine overspeed ii) Land as soon as practical iii) Be prepared for an emergency landing
WARNING: It is only possible to switch from the automatic position to B-FADEC (A-FADEC is active in normal operation, B-FADEC is active in case of malfunction). This only becomes necessary when no automatic switching occurred in case of abnormal engine behavior.
WARNING: When operating on FADEC backup battery only, the "Force B" switch must not be activated. This will shut down the engine. Supplement POH Cessna 172 R&S Page 3-8 Issue 3 Revision 1, April 2011 FIRES ENGINE FIRE WHEN STARTING ENGINE ON GROUND (1) Engine Master (“IGN“ resp.) - OFF (2) Fuel Shut-off Valve - CLOSED, (3) Electrical Fuel Pump - OFF (4) Switch "Battery" - OFF (5) Extinguish the flames with a fire extinguisher, wool blankets or sand. (6) Examine the fire damages thoroughly and repair or replace the damaged parts before the next flight ENGINE FIRE IN FLIGHT (1) Engine Master - OFF (2) Fuel Shut-off Valve - CLOSED, (3) Electrical Fuel Pump - OFF (if in use) (4) Switch "Battery" - OFF (5) Cabin heat and ventilation OFF (closed) except the fresh air nozzles on the ceiling (6) Establish Best Glide Speed (7) Perform emergency landing (as described in the procedure "Emergency Landing With Engine Out") Supplement POH Cessna 172 R&S Page 3-9 Issue 3 Revision 1, April 2011 ELECTRICAL FIRE IN FLIGHT The first sign of an electrical fire is the smell of burned cable insulation. In this event proceed as follows: (1) STBY BATT Switch - OFF (G1000 Avionics) (2) Avionics Master - OFF (3) Fresh Air Nozzles, Cabin Heat and Ventilation - OFF (closed) (4) Fire Extinguisher - Activate (if available) (5) All electrical consumers - Switch OFF, leave Alternator, Battery and Engine Master ON (6) If there is evidence of continued electrical fire, consider turning off Battery and Alternator. (7) Fresh Air Nozzles, Cabin Heat and Ventilation - ON (open) (8) Check Circuit Breaker, do not reset if open If the fire has been extinguished: (9) STBY BATT Switch - ON(G1000 Avionics) (10) Avionics Master - ON
WARNING: After the fire extinguisher has been used, make sure that the fire is extinguished before exterior air is used to remove smoke from the cabin.
WARNING: If the FADEC Backup battery is not installed this will shut down the engine and require an emergency landing (refer to “EMERGENCY LANDING WITH ENGINE OUT”). The engine has been demonstrated to continue operating for a maximum of 30 minutes when powered by the FADEC Backup battery only.
WARNING: Turn on electrical equipment required to continue flight depending on the situation and land as soon as practical. Do only switch ON one at a time, with delay after each. Supplement POH Cessna 172 R&S Page 3-10 Issue 3 Revision 1, April 2011 ENGINE SHUT DOWN IN FLIGHT If it is necessary to shut down the engine in flight (for instance, abnormal engine behavior does not allow continued flight or there is a fuel leak, etc.), proceed as follows: (1) Select an airspeed to avoid engine overspeed (best glide recommended) (2) Engine Master (“IGN“ resp.) - OFF (3) Fuel Shut-off Valve - CLOSED, (4) Electrical Fuel Pump - OFF (if in use) (5) If the propeller also has to be stopped (for instance, due to excessive vibrations) i) Reduce airspeed below 55 KIAS ii) When the propeller is stopped, continue to glide at 65 KIAS EMERGENCY LANDING EMERGENCY LANDING WITH ENGINE OUT If all attempts to restart the engine fail and an emergency landing is imminent, select suitable site and proceed as follows: (1) Airspeed i) 65 KIAS (flaps retracted) ii) 60 KIAS (flaps extended) (2) Fuel Shut-off Valve - CLOSED, (3) Engine Master (“IGN“ resp.) - OFF (4) Wing Flaps - as required (Full down recommended) (5) Circuit Breaker (Switch resp.) “Alternator“ and Switch "Battery" - OFF (6) Cabin Doors - unlock before touch-down (7) Touch-down - slightly nose up attitude (8) Brake firmly  Note: Gliding Distance. Refer to "Maximum Glide" in the approved Pilot‘s Operating Handbook. Supplement POH Cessna 172 R&S Page 3-11 Issue 3 Revision 1, April 2011 FLIGHT IN ICING CONDITIONS In case of inadvertent icing encounter proceed as follows: (1) Pitot Heat switch - ON (if installed) (2) Turn back or change the altitude to obtain an outside air temperature that is less conducive to icing. (3) Pull the cabin heat control full out and open defroster outlets to obtain maximum windshield defroster airflow. Adjust cabin air control to get maximum defroster heat and airflow. (4) Advance the Thrust Lever to increase the propeller speed and keep ice accumulation on the propeller blades as low as possible. (5) Watch for signs of air filter icing and pull the "Alternate Air Door" control if necessary. An unexplaned loss in engine power could be caused by ice blocking the air intake filter. Opening the "Alternate Air Door" allows preheated air from the engine compartment to be aspirated. (6) Plan a landing at the nearest airfield. With an extremely rapid ice build up, select a suitable "off airfield" landing side. (7) With an ice accumulation of 0.5 cm or more on the wing leading edges, a significantly higher stall speed should be expected. (8) Leave wing flaps retracted. With a severe ice build up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness. (9) Open left window, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. (10) Perform a landing approach using a forward slip, if necessary, for improved visibility. (11) Approach at 65 to 75 KIAS depending upon the amount of the accumulation. (12) Perform a landing in level attitude.
WARNING: It is prohibited to fly in known icing conditions. Supplement POH Cessna 172 R&S Page 3-12 Issue 3 Revision 1, April 2011 RECOVERY FROM SPIRAL DIVE If a spiral is encountered in the clouds, proceed as follows: (1) Retard Thrust Lever to idle position (2) Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizontal reference line. (3) Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS. (4) Adjust the elevator trim control to maintain an80 KIAS glide. (5) Keep hands off the control wheel, using rudder control to hold a straight heading. (6) Readjust the rudder trim (if installed) to relieve the rudder of asymmetric forces. (7) Clear the engine occasionally, but avoid using enough power to disturb the trimmed glide. (8) Upon breaking out of clouds, resume normal cruising flight and continue the flight.