Pilot's Operating Handbook and FAA Approved Airplane Flight Manual

It is the responsibility of the owner to maintain this handbook in a current status when it is being used for operational purposes. Owners shou ld contact their Cessna Dea le r whenever the revision status of their handbook is in question. A revision bar wil l extend the full length of n ew or revised tex t ,ind/or illus1ra1ions added on new or presently existing pages. This bar will be localed adjacent to the applicable reviser! area on the outer margin of the page. All revised pages will carry the revision number and cl.tie on the ap plic able page. The following Log of Effective Pages provides the dares of i ss ue for orif.\inal ;ind revised pages, and a li sti ng of all pages in !he handbook. Pages affected by the current revision are indicatecJ by an asterisk (*) preceding the pages listed. LOG OF EFFECTIVE PAGES Dates of issue for original and re vised p,1~es are: Original .. ... .... .... .. . 20 August 1984 Page Title Assignment Record i thru v vi Blank 1-1 thru 1-9 1-10 Blank _ 2-1 2-2 Blank ... 2-3 thru 2-13 .. 2-14 Blank 3-1 thru 3-9 3-10 Blank .... 3-11 thru 3-18 Date 20 August 1 984 20 August 1984 20 August 1 9!34 20 August 1984 20 August 1 984 20 August 1964 20 August 1984 20 August 1984 20 August 1984 20 August 1984 20 August 1984 . ... 20 August 1984 20 August 1 984 Original Issue D1272-l3PH-RPC-325-10/84 Page 4 -1 thru 4-25 4-26 Blank 5-1 5-2 Blank .. 5-3 thru 5-7 .. . 5-8 Blank ......... . 5-9 thru 5-25 . . .. . 5-26 Blank ., ...... . 6-1 . .. 6-2 Blank . 6-3 thru 6-30 .... .. . .. ... . 7-1 thrLI 7-38 ...... . ..... . 8-1 . Date 20 August 1984 20 August 198 4 20 August 1984 20 August 1984 20 August 1984 20 August I 984 20 August 1984 20 August 1 91l4 20 August 1984 20 August 1984 20 August 1984 20 August 1 984 20 August I 984 iii LOG OF EFFECTIVE PAGES CESSNA MODEL 172P LOG OF EFFECTIVE PAGES (Conti nued) · Date 8-2 Blank .................. 20 August 1984 8-3 thru 8-19 ..... . ....... 20 August 1984 8-20 Bl an k .. .... .. ...... .. 20 August 1984 9- 1 thru 9-3 .............. 20 August 1984 9-4 Bla nk ........... . ...... 20 August 19 84 iv Page Date NOTE Refer to Sec tion 9 Table of Contents for supp lements applicable to optional sys- tems. Original Issue ·-- CESSNA MODEL 172P TABLE OF CONTENTS TABLE OF CONTENTS SECTION GENERAL ............................. 1 "- LIMITATIONS ......................... 2 EMERGENCY PROCEDURES ............ 3 NORMAL PROCEDURES ............... 4 PERFORMANCE ....................... 5 WEIGHT & BALANCE/ EQUIPMENT LIST ................. 6 AIRPLANE & SYSTEMS DESCRIPTIONS ................... 7 AIRPLANE HANDLING, SERVICE & MAINTENANCE ........ 8 SUPPLEMENTS (Optional Systems Description & Operating Procedures) .......... 9 Original Issue v / (vi blank) CESSNA MODEL 172P SECTION 1 GENERAL ·.._ TABLE OF CONTENTS Three View Introduction Descriptive Data Engine Propeller Fuel .. . Oil Maximum Certificated Weights Standard Airplane Weights . . Cabin And Entry Dimensions . Baggage Space And Entry Dimensions Specific Loadings . . . . . . . . . Symbols, Abbreviations And Terminology General Airspeed Terminology And Symbols Meteorological Terminology . . . . . . . Engine Power Terminology . . . . . . . . SECTION 1 GENERAL Airplane Performance And Flight Planning Terminology Page 1-2 1-3 1-3 1-3 1-3 1-3 1-4 1-5 1-5 1-5 1-5 1-5 1-6 1-6 1-6 1-7 1-7 1-8 Weight And Balance Terminology ... . .... .. . Original Issue - 20 August 1984 1-1 SECTION 1 GENERAL 1-------------26 '-11 "--------_..... NOTES: 1. Wing span shown with strobe lights installed. 2. Maximum height shown with nose gear depressed, all tires and nose strut properly inflated, and flashing beacon installed. 3. Wheel base length is 65". 4. Propeller ground clearance is 11 ~ ''. 5. Wing area is 174 square feet. 6. Minimum turning radius { * pivot point to o utboard wing tip) is 27'-5)(.". * PIVOT POINT * PIVOT POINT <cl CESSNA MODEL 172P 8'-9 1 /2" I 1----------------36'-0"----------------, 75" MAX. 0 '----- 1-a·-4 Figure 1-1. Three View 1-2 Original Issue CESSNA MODEL 172P INTRODUCTION SECTION 1 GENERAL This handbook contains 9 sections, and includes the material r e quired to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It P also contains definitions or explanations of symbols, abbreviations , and terminology commonly used. r r DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer : Avco Lycoming. Engine Model Number: 0-320-D2J. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- opposed, carburetor equipped, four-cylinder engine with 319.8 cu. in . displacement. Horsepower Rating and Engine Speed: 160 rated BHP at 2700 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division . Propeller Model Number: 1C160/DTM7557. Number of Blades: 2. Propeller Diameter. Maximum: 75 inches . Minimum: 74 inches. Propeller Type: Fixed pitch. FUEL Approved Fuel Grades (and Colors): lOOLL Grade Aviation Fuel (Blue). 100 (Formerly 100 / 130) Grade Aviation Fuel (Green). NOTE Isopropyl alcohol or ethylene glycol monomethyl ether may be added to the fuel supply . Additive concentrations shall not exceed 1% for isopropyl alcohol or .15% for ethylene glycol monomethyl ether. Refer to Section 8 for additional information. Original Issue 1-3 SECTION 1 GENERAL CESSNA MODEL 172P F.uel Capacity: Standard Tanks: Total Capacity: 43 gallons. Total Capacity Each Tank: 21.5 gallons. Total Usable: 40 gallons. Long Range Tanks: Total Capacity: 54 gallons . Total Capacity Each Tank: 27 gallons . Total Usable: 50 gallons. Integral Tanks: Total Capacity: 68 gallons. Total Capacity Each Tank: 34 gallons. Total Usable: 62 gallons. NOTE To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position. OIL Oil Specification: MIL-L-6082 Aviation Grade Straight Mineral Oil: Used when the airplane was delivered from the factory and should be used to re- plenish the supply during the first 25 hours. This oil should be drained after the first 25 hours of operation. Refill the engine and con- tinue to use until a total of 50 hours has accumulated or oil consump- tion has stabilized . MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil conforming to Avco Lycoming Service Instruction No. 1014, and all revisions and supplements thereto , must be used after first 50 hours or oil con- sumption has stabilized. Recommended Viscosity for Temperature Range : All temperatures, use multi-viscosity oil or Above 16 ° C (60 ° F) , use SAE 50 -1 ° C (30 ° F) to 32 ° C (90 ° F) , use SAE 40 -18 ° C (0 ° F) to 21 ° C (70 ° F), use SAE 30 NOTE When operating temperatures overlap, use the lighter grade of oil. Oil Capacity: 1-4 Sump: 7 Quarts. Total : S Quarts . Original Issue CESSNA MODEL 172P MAXIMUM CERTIFICATED WEIGHTS ;;51 Ramp , Normal Category: .~lbs. ,--:)-61 Utility Category: ~bS:-~ s.sD Takeoff, Normal Category :.2460'1'bs. ';), 50 Utility Category:~> ~£0 Landing, Normal Category : _&.400 lbs. J. Utility Category: 2,W0"1bs. ~.50 Weight in Baggage Compartment , Normal Category: SECTluN 1 GENERAL Baggage Area 1 (or passenger on child 's seat) - Station 82 to 108; 120 lbs. See note below. Baggage Area 2 - Station 108 to 142: 50 lbs. See note below . NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs . Weight in Baggage Compartment , Utility Category: In this category, the baggage compartment and rear seat must not be occupied. STANDARD AIRPLANE WEIGHTS {j 3 Standard Empty Weight , Skyhawk: ~ 4 33 lbs. Maximum Useful Load: Skyhawk : Normal Category 974 lbs. CABIN AND ENTRY DIMENSIONS Utility Category 674 lbs. Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 13.8 lbs./sq. ft. Power Loading: 15.0 lbs./hp. Original Issue 1-5 SECTION 1 GENERAL CESSNA MODEL 172P SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KT AS in standard atmosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots . Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature . Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used . Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu- ration at the most forward center of gravity . Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which · results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. 1-6 Original Issue CESSNA MODEL 172P Standard Tempera- ture Pressure Altitude SECTION 1 GENERAL It is expressed in either degrees Celsius or degrees Fah - renheit. Standard Temperature is 15°C at sea level pressure alti- . tude and decreases by 2° C for each 1000 feet of altitude . Pressure Altitude is the altitude read from an altimeter when the altimeter 's barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP RPM Static RPM Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Static RPM is engine speed attained during a full-throttle engine runup when the airplane is on the ground and stationary . AIRPLANE PERFORMANCE ANO FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g Original Issue Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel consumed per hour. Nautical Miles Per Gallon is the distance which can be expected per gallon of fuel consumed at a specific engine power setting and/ or flight configuration. g is acceleration due to gravity. 1-7 SECTION 1 GENERAL CESSNA MODEL 172P WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Center of Gravity (C.G.) C .G. Arm C. G. Limits Standard Empty Weight Basic Empty Weight Useful Load Maximum Ramp Weight Maximum Takeoff Weight 1-8 Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes . Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc- ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment. would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Ann is the arm obtained by adding the airplane 's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight . Standard Empty Weight is the weight of a standard air- plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standardemptyweightplusthe weight of optional equipment . Useful Load is the difference between ramp weight and the basic empty weight. I Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi, and runup fuel.) Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. Original Issue CESSNA MODEL 172P Maximum Landing Weight Tare Original Issue SECTION 1 GENERAL Maximum Landing Weight is the maximum weight ap- proved for the landing touchdown. Tare is the weight of chocks, blocks, stands , etc. used when weighing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight . 1-9/(1-10 blank) CESSNA MODEL 172P SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits . . . . . Normal Category .. Utility Category Center Of Gravity Limits Normal Category Utility Category Maneuver Limits Normal Category Utility Category Flight Load Factor Limits Normal Category . .. Utility Category Kinds Of Operation Limits Fuel Limitations . . Other Limitations Flap Limitations Placards ... . . Original Issue - 20 August 1984 SECTION 2 LIMIT A TIO NS Page 2-3 2-4 2-4 2-5 2-6 2-6 2-6 2-7 2-7 2-7 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-9 2-10 2-10 2-10 2-1/(2-2 blank) CESSNA MODEL 172P SECTION 2 LIMITATIONS INTRODUCTION Se c tion 2 includes operating limitations , instrument markings , and b a sic placards necessary for the safe operation of the airplane , its engine , standard systems and standard equipment . The limitations included in this se c tion and in Section 9 have been appr o ved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regul a tions . NOTE Refer to Section 9 of this Pilot 's Operating Handbook for amended operating limitations, operating procedures. performance data and other necessar y inform a tion for ai r planes equipped with specific options . NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2- 1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used , ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A12 as Cessna Model No . 172P. Original Issue 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 172P Airspeed limitations and their operational significance are shown in figure 2-1. Maneuvering speeds shown apply to normal category opera - tions . The utility category maneuvering speed is 102 KIAS at 2100 pounds. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 152 158 Do not exceed this speed in any operation. VNQ Maximum Structural 123 127 Do not exceed this speed Cruising Speed except in smooth air, and then only with caution. VA Maneuvering Speed: 10?- J~ .:lSS0~ Pounds -9,1- Do not make full or abrupt :l.! ..SD ~Pounds 9'/1)+ 95~ control movements above r-, SO 160f}-Pounds ,ir- 75"8':" this speed. VFE Maxi mum Flap Extended Speed: 10° Flaps 108 110 Do not ex ceed this speed 1o0 - 30° Flaps 84 85 with flaps down. Maximum Window Open 152 158 Do not exceed this speed Speed with windows open. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code signifi c ance are shown in figur e 2-2. 2-4 Original Issue CESSNA MODEL 172P MARKING White Arc Green Arc Yellow Arc Red Line KIAS VALUE OR RANGE l./ ~-85 S0 ),4- 127 127 - 158 158 SECTION 2 LIMITATIONS SIGNIFICANCE Full Flap Operating Range. Lower limit is maximum we i ght Vs 0 in landing configuration. Upper limit is maximum speed permissible with flaps extended. Normal Operating Range. Lower limit is maximum weight Vs at most forward C.G. with flaps retracted . Upper limit is maximum structural cruising speed. Operations must be \:Onducted with caution and only in smooth air. Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Avco Lycoming . Engine Model Number: 0 320 BZ;J.- .J60 • fl ~II Maximum Power: J..00 BHP rating . 190 Engine Operating Limits for Takeoff and Continuous Operations : d_J'/O Maximum Engine Speed: 2700 RPM. NOTE The static RPM range at full throttle ( carburetor heat off and mixture leaned to maximum RPM) is 2300 to 2420 RPM . Maximum Oil Temperature: 245 °F (118 °C). Oil Pressure, Minimum: 20 psi. Maximum: 115 psi. Fuel Grade: See Fuel Limitations. Oil Grade (Specification): MIL - L-6082Aviation Grade Straight Mineral Oil or MIL-L-22851 Ash- less Dispersant Oil. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1C160/DTM7557. Propeller Diameter , Maximum: 75 inches. Minimum: 74 inches. Original Issue 2-5 SECTION 2 LIMIT A TIO NS CESSNA MODEL 172P POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE GREEN ARC RED LINE INSTRUMENT MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT Tachometer: Sea Level 2100-2450 RPM 5000 Feet - - - 2100-2575 RPM 2700 RPM 10000 Feet 2100-2700 RPM / 245°F Oil Temperature - - - 100° -24 5°F Oil Pressure 20 psi 50-90 psi 115 psi Fuel Quantity E - - - - - - (Standard (1 .5 Gal. Unusable Tanks) Each Tank) Fuel Quantity E - - - - - - {Long Range {2.0 Gal. Unusable Tanks) Each Tank) Fuel Quantity E - - - - - - (Integral {3.0 Gal. Unusable Tanks) Each Tank) Suction - - - 4.5-5.4 in . Hg - - - Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS NORMAL CATEGORY - ,1 Maximum Ramp Weight ;~0 7 lbs. ,: £0 Maximum Takeoff Weight: 2400 lbs . 1:.,~ ("n Maximum Landing Weight: 2460""lbs . ').;,.;, - Maximum Weight in Baggage Compartment: Baggage Area 1 (or passenger on child's seat) - Station 82 to 108: 120 lbs. See following note. Baggage Area 2 - Station 108 to 142: 50 lbs. See following note. 2-6 Original Issue CESSNA MODEL 172P NOTE SECTION 2 LIMITATIONS The maximum combined weight capacity for bagg ag e areas 1 and 2 is 120 lbs . UTILITY CATEGORY ,A ,z...lZ>1 ~°. -{/). ;o'D Maximum Ramp Weight: ~ lbs . ,,-- 1" Maximum Takeoff Weight: ~lbs. . ~ Maximum Landing Weight : 2100 lbs . ;,t!7 "' Maximum Weight in Baggage Compart m ent: In the utility category, the baggage compartment and rear seat must not be occupied. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range: Forward: 35.0 in~JJ; P.fJlatum at 1950 lbs. or less, with straight line . variation to~ jjt6lies aft of datum at ~lbs. Z..5".s"'e Aft :~ches aft of datum at all weights. ~ Referen atum: Lower portion of front face of firewall. .;, UTILITY CATEGORY .. Center of Gravity Range: Forward: 35 .0 inches aft of datum at 1950 lbs. or less , with straight line variation to 36.5 inches aft of datum at 2100 lbs. Aft: 40.5 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and u t ility category . The normal category is applicable to aircraft intended for non-aerobatic operations . These include any maneuvers incidental to normal flying , stalls (except whip stalls) , lazy eights, chandelles, and turns in which the angle of bank is not more than 60° . Aerobatic maneuvers , including spins, are not. approved. UTILITY CATEGORY This airplane is not designed for purely aerobatic flight. However , in the acquisition of various certificates such as commercial pilot and flight Original Issue 2-7 SECTION 2 LIMITATIONS CESSNA MODEL 172P instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. In the utility category, the baggage compartment and rear seat must not be occupied.No aerobatic maneuvers are approved except those listed below : MANEUVER Chandelles . Lazy Eights Steep Turns Spins Stalls (Except Whip Stalls) RECOMMENDED ENTRY SPEED* 105 knots 105 knots 95 knots Slow Deceleration Slow Deceleration *Abrupt use of the controls is prohibited above 99 knots. Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver , and care should always be exercised to avoid excessive speed whi c h in turn can impose excessive loads . In the execution of all maneuvers , avoid abrupt use of controls. Intentional spins with flaps extended are prohibited. FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY ;>f5D Flight Load Factors (Maximum Takeoff Weight - 24-60 lbs.): *Flaps Up +3.8g, -1.52g *Flaps Down . . . . . . . . . . . . . . . . . +3.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. UTILITY CATEGORY Flight Load Factors (Maximum Takeoff Weight - 2100 lbs .): 2-8 "Flaps Up · +4.4g, -1.76g *Flaps Down . . . . . . . . . . . . . . . . . +3.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. Original Issue CESSNA MODEL 172P SECTION 2 LIMITATIONS KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/ or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refer- ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance . Flight into known icing conditions is prohibited . FUEL LIMITATIONS 2 Standard Tanks: 21.5 U.S. gallons each. Total Fuel: 43 U.S. gallons. Usable Fuel (all flight conditions): 40 U.S. gallons .• Unusable Fuel: 3 U.S. gallons. 2 Long Range Tanks : 27 U.S . gallons each. Total Fuel: 54 U.S. gallons . Usable Fuel (all flight conditions): 50 U .S . gallons. Unusable Fuel: 4 U.S. gallons. 2 Integral Tanks: 34 U.S . gallons each . Total Fuel: 68 U.S. gallons. Usable Fuel (all flight conditions) : 62 U.S. gallons . Unusable Fuel: 6 U.S. gallons. NOTE To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface , place the fuel selector valve in either LEFT or RIGHT position. Takeoff and land with the fuel selector valve handle in the BOTH position. Maximum slip or skid duration with one tank dry: 30 seconds . With 1/ 4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank. Fuel remaining in the tank after the fuel quantity indicator reads empty (red line) cannot be safely used in flight. Approved Fuel Grades (and Colors) : 100LL Grade Aviation Fuel (Blue) . 100 (Formerly 100/ 130) Grade Aviation Fuel (Green) . Original Issue 2-9 SECTION 2 LIMITATIONS CESSNA MODEL 172P OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 0° to 10°. Approved Landing Range: 0° to 30°. PLACARDS The following information must be displayed in the form of composite or individual placards. 1. In full view of the pilot: (The "DA Y -NIGHT- VFR-IFR" entry. shown on the example below, will vary as the airplane is equipped.) The markings and placards installe d in this airplane contain operat- ing limitations which must be complied with when operating this airplane in the Normal Category. Other operating limitations which must be complied with when operating this airplane in this category or in the Utility Category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Normal Category - No acrobatic maneuvers. including· spins. approved. Utility Category - No acrobatic maneuvers approved. Spin Recovery except those listed in the Pilot's Operating Handbook. Baggage compartment and rear seat must not be occupied. - Opposite rudder - forward elevator - neutralize controls. Flight into known icing conditions prohibited . This airplane is certified for the following flight operations as of elate of original airworthiness certificate: DA Y-NIGHT - VFR -I FR 2-10 Original Issue CESSNA MODEL 172P SECTION 2 LIMITATIONS 2. On the fuel selector valve (standard tanks): LEFT 20 .0 GAL. LEVEL FLIGHT ONLY TAKEOFF LANDING OFF BOTH 40.0 GAL. PUSHDOWN ROTATE ALL FLIGHT ATTITUDES OFF On the fuel selector valve (long range tanks): LEFT 25.0 GAL. LEVEL FLIGHT ONLY TAKEOFF LANDING BOTH 50 .0 GAL. PUSHDOWN ROTATE ALL FLIGHT ATTITUDES OFF OFF On the fuel selector valve (integral tanks): LEFT 31.0 GAL. LEVEL FLIGHT ONLY Original Is.sue TAKEOFF LANDING BOTH 62.0 GAL. PUSHDOWN ROTATE OFF ALL FLIGHT ATTITUDES OFF FUEL SELECTOR RIGHT 20.0 GAL. LEVEL FLIGHT ONLY FUEL SELECTOR RIGHT 25.0 GAL. LEVEL FLIGHT ONLY FUEL SELECTOR RIGHT 31.0 GAL. LEVEL FLIGHT ONLY 2-11 SECTION 2 LIMITATIONS CESSNA MODEL 172P 2-12 3. Near fuel tank filler cap (standard tanks): FUEL lOOLL/100 MIN. GRADE AVIATION GASOLINE CAP. 21.5 U.S. GAL. Near fuel tank filler cap (long range tanks): FUEL 100LL/ 100 MIN. GRADE AVIATION GASOLINE CAP. 27 U.S. GAL. Near fuel tank filler cap (integral tanks): FUEL lOOLL/100 MIN. GRADE AVIATION GASOLINE CAP. 34 U.S. GAL. CAP. 24.0 U.S. GAL . TO BOTTOM OF FILLER COLLAR 4. Near wing flap switch: A VOID SLIPS WITH FLAPS EXTENDED 5. On flap control indicator: 0° to 10° 110 KIAS 10 ° to 30 ° ,85 KIAS (Partial flap range with blue color code; also, mechanical detent at 10° .) (White color code; also , mechanical detent at 20 °. ) Original Issue CESSNA MODEL 172P SECTION 2 LIMITATIONS 6. In baggage compartment: 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 120 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT A!ND BALANCE DATA 7. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30° increments. 8. On oil filler cap : OIL 7 QTS 9. On control lock: CAUTION! CONTROL LOCK REMOVE BEFORE STARTING ENGINE 10. Near airspeed indicator: MANEUVER SPEED &°irAS 11. On forward face of firewall adjacent to the battery: Original Issue CAUTION 24 VOLTS D.C. This aircraft is equipped with alternator and a negative ground system . · OBSERVE PROPER POLARITY Reverse polarity will damage electrical com- ponents . 2-13/ (2-14 blank) CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS () Page 3-3 3-3 ( Introduction . . . . . . . . . . . . Airspeeds For Emergency Operation OPERATIONAL CHECKLISTS Engine Failures . . . . . . . . . . . . . . . . . ) Engine Failure During Takeoff Roll . . . . . . Engine Failure Immediately After Takeoff . . . Engine Failure During Flight (Restart Procedures) · Forced Landings . . . . . . . . . . . . . . . Emergency Landing Without Engine Power Precautionary Landing With Engine Power Ditching . . ... .. . Fires . . . . . . . . . . . During Start On Ground Engine Fire In Flight . Electrical Fire In Flight Cabin Fire Wing Fire ..... . Icing . . . . . . Inadvertent Icing Encounter Static Source Blockage (Erroneous Instrument Reading Suspected) . . . . . . . . . . . . . . Landing With A Flat Main Tire .. .. .. . Electrical Power Supply System Malfunctions Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) . . . . . . . Low-Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) AMPLIFIED PROCEDURES Engine Failure . . . . . . Forced Landings . . . . . . Landing Without Elevator Control Fires .. ... ....... . Original Issue - 20 August 1984 3-3 3-3 3-4 3-4 3-4 . · 3-4 3-4 3-5 3-5 3-5 3-6 3-6 · 3-7 3-7 3-7 3-7 3-8 3-8 3-9 3-9 3-9 3-11 3-12 3-12 3-12 3-1 \ SECTION 3 CESSNA MODEL 172P EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Emergency Operation In Clouds (Vacuum System Failure) 3-1S Executing A 180° Turn In Clouds 3-13 Emergency Descent Through Clouds 3-13 Recovery From A Spiral Dive . . . 3-14 Inadvertent Flight Into Icing Conditions 3-14 Static Source Blocked . . . . . . 3-14 Spins . . . . . . . . . . . . . . . . 3-15 Rough Engine Operation Or Loss Of Power 3-16 Carburetor Icing . . 3-16 Spark Plug Fouling 3-16 Magneto Malfunction 3-16 Low Oil Pressure . . 3-16 Electrical Power Supply System Malfunctions 3-17 Excessive Rate Of Charge 3-17 Insufficient Rate Of Charge 3-1 7 Other Emergencies 3-18 Windshield Damage 3-18 3-2 Original Issue I . I CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim- ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up . . Wing Flaps Down Maneuvering Speed: ;zO:S02400-Lbs ... .9, I @.20ilil.. Lbs . . . . 1 .$'.0-i~bs . . . . / Maximum Glide . . Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up . . Wing Flaps Down OPERATIONAL CHECKLISTS . 7.d.6:,- KIAS . t,6'-8f1 KIAS l(:JS- . -~ KIAS y$-92"KIAS '85'.ge- KIAS . t,~-&.r"KIAS . (;s.e0'KIAS . 7&..03"'KIAS . GS'.00"1{IAS Procedures in the Operational Checklists portion of this section shown in bold-faced type are immediate-action items which should be committed to memory. ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL 1. Throttle -- IDLE. 2. Brakes -- APPLY. Original Issue 3-3 SECTION 3 EMERGENCY PROCEDURES 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT - OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF . ENG INE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Ail'speed -- ~IAS (flaps UP). t,S.6(f KIAS (flaps DOWN). 2 . Mixture -- IDLE CUT-OFF. CESSNA MODEL 172P 3 . Fuel Selector Valve -- PUSH DOWN AND ROTATE TO OFF . 4. Ignition Switch -- OFF. 5 . Wing· Flaps -- 4-S REQUIRED. 6 . Master Switc11 -- OFF. ENGINE FAILURE DURING FLIGHT (RESTART PROCEDURES) 10 1. Airspeed - -~ KIAS. 2. Carburetor Heat -- ON. 3. Fuel Selector Valve . -- BOTH . 4. Mixture -- RICH. 5. Ignition Switch -- BOTH (or START if propeller is stopped). 6. Primer -- IN and LOCKED . FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Seats, Seat Belts, Shoulder Harnesses -- SECURE . 2 . Airspeed =) D61't KIAS (flaps UP). ~°{.00 KIAS (flaps DOWN) . 3 . Mixture -- IDLE CUT-OFF. 4. Fuel Selector Valve -- PUSH DOWN AND ROTATE TO OFF. 5. Ignition Switch -- OFF. 6 . Wing· Flaps -- AS REQUIRED (30 ° recommended) . 7. Master Switch -- OFF. 8 . Doors -- UNLATCH PRIOR TO TOUCHDOWN . 9 . Touchdown -- SLIGHTLY TAIL LOW . 10. Brakes -- APPLY HEAVILY . PRECAUTIONARY LANDING WITH ENGINE POWER 1. Seats, Seat Belts , Shoulder H arnesses -- SECURE. 2. Wing Flaps -- 20 °. 3. Airspeed --.,.sd' KIAS. {pS- 3-4 Original Issue C \ CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES 4. Selected Field ·· FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 5. 6. 7. 8. 9. 10. 11. 12. Avionics Power Switch and Electrical Switches ... OFF. Wing· Flaps -=-- 30° (on final approach). Airspeed ·· ~KIAS. Master Switch -- OFF. Doors -- UNLATCH PRIOR TO TOUCHDOWN. Touchdown -- SLIGHTLY TAIL LOW. Ignition Switch -- OFF. Brakes -- APPLY HEAVILY. DITCHING 1. Radio·· TRANSMIT MAYDAY on 121.5 MHz, giving· location and intentions and SQUAWK 7700 if transponder is installed. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3 . Seats, Seat Belts, Shoulder Harnesses -- SECURE. 4. Approach -- High Winds, Heavy Seas-· INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. 5. Wing Flaps -- 20 ° - 30 °. lo 6. Power·· ESTABLISH 300 FT / MIN DESCENT AT }-6 KIAS. NOTE O If no power is available, approach at ~KIAS with flaps up or at t,6"KIAS with 10° flaps. &5' 7. Cabin Doors -- UNLATCH. 8. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DE- SCENT. 9. Face -- CUSHION at touchdown with folded coat. 10. Airplane -- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. 11. Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND 1. Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine . If engine starts: 2. Power -- 1700 RPM for a few minutes. Original Issue 3-5 SECTION 3 EMERGENCY PROCEDURES 3. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 4. Throttle -- FULL OPEN. 5. Mixture -- IDLE CUT-OFF. 6. Cranking -- CONTINUE. CESSNA MODEL 172P 7. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). 8. Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- PUSH DOWN AND ROTATE TO OFF. 9. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dirt . 10. Fire Damage -- INSPECT, repair damage or replace damaged com- ponents or wiring before conducting· another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel Selector Valve-· PUSH DOWN AND ROTATE TO OFF. 3. Master Switch -- OFF. 4. 5. 6 . Cabin Heat.~d Air -- OFF (except overhead vents). Airspeed l-£Ll06'"KIAS (If fire is not extinguished , increase glide speed to find an airspeed which will provide an incombustible mixture) . Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2 . Vents/Cabin Air/Heat -- CLOSED. 3. Fire Extinguisher -- ACTIVATE (if available). WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin . 4. Avionics Power Switch -- OFF. 5. All Other Switches (except ignition switch) -- OFF. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch -- ON . 3-6 Original Issue CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES 7. Circuit Breakers -- CHECK for faulty circuit, do not reset. 8. Radio Switches -- OFF. 9. Avionics Power Switch -- ON. 10. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. 11. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 1. Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher -- AC'I\IVATE (if available). WARNING After discharging an extinguisher within a closed cabin, · ventilate the cabin . 4. Land the airplane as soon as possible to inspect for damage. WING FIRE 1. Landing/Taxi Light Switches -- OFF . 2. Pitot Heat Switch (if installed) -- OFF. 3. Navigation Light Switch -- OFF. 4. Strobe Light Switch (if install ed) -- OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed) . 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull 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. Original Issue 3-7 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P 4. Open the throttle to increase engine speed and minimize ice build- up on propeller blades. 5. Watch for signs of carbureto r air filter ice and apply carburetor heat as required. An unexplained loss in engine speed could be caused by carburetor ice or air intake filter ice . Lean the mixture for maximum RPM, if carburetor heat is used continuously . 6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing· site. 7. With an ice accumulation of 1/ 4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. 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 effective - ness. 9. Open left window and, 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 . STATIC SOURCE BLOCKAGE (Erroneous I nstrument Reading Suspected) 1. Static Pressure Alternate Source Valve (if installed) -- PULL ON. NOTE In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the vertical speed indicator. 2. Airspeed - - Consult appropriate calibration tables in Section 5. LANDING WITH A FLAT MAIN TIRE 1. Approach . : NORMAL. 2 . Touchdown -- GOOD TIRE FIRST , hold airplane off flat tire as long a s possible. 3-8 Original Issue CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM ) MALFUNCTIONS (- AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Alternator Circuit Breaker -- PULL. 3. Nonessential Electrical Equipment -- OFF. 4. Flight -- TERMINATE as soon as practical. LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) NOTE Illumination of the low-voltage lig·ht may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. 1. Avionics Power Switch -- OFF . 2. Alternator Circuit Breaker -- CHECK IN . 3. Master Switch -- OFF (both sides). 4. Master Switch -- ON. 5. Low-Voltage Light -- CHECK OFF. 6. Avionics Power Switch -- ON. If low-voltage light illuminates again: 7. Alternator -- OFF. 8. Nonessential Radio and Electrical Equipment -- OFF. 9. Flight -- TERMINATE as soon as practical. Original Issue 3-9/(3 - 10 blank) J. CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES The following Amplified Procedures elaborate upon information contained in the Operational Checklists portion of this section . These procedures also include information not readily adaptable to a checklist format , and material to which a pilot could not be expected to refer in resolution of a specific emergency . ENGINE FAILURE If an engine failure occurs during the takeoff roll, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases , the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° g·liding turn necessary to return to the runway. The checklist procedures assume that a dequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible . While g·liding toward a 12,000 I- 10,000 u.. .. ··<:::/··· · ······· · z ~ 8000 a: a: w I- w 6000 > 0 CD ct: 4000 I- I t'.) w 2000 I ...::Js)·:· ·:::::,:,,:· i----t-,,,;,,.,......+---+---+--1 * PROPELLER WINDMILLING -:..,.:··::/)/::-,- ··· * FLAPS UP *ZERO WIND 0 ~-~----....___...__ __.__......___ ___..__......___ __.,__...__ __. 0 2 4 6 8 10 12 14 16 18 20 GROUND DISTANCE - NAUTICAL Ml LES Figure 3- 1. Maximum Glide Original Issue 3-11 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in , the checklist. If the engine cannot be restarted, a forced landing without power must be completed. FORCED LAND I NGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Before attempting an "off airport" landing with engine power availa- ble, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as dis- cussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants ' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions and squawk 7700 if a transponder is installed , Avoid a landing flare because of difficulty in judging height over a wat er surface . LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight (with an airspeed of approximately 65 KIAS and flaps set to 20°) by using throttle and elevator trim controls. Then do not change the elevator trim contro l setting; control the glide angle by adjusting power exclusively. At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequent- ly, at flareout, the elevator trim control should be adjusted toward the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight. the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation . The checklist for this problem should result in elimination of the fire . 3-12 Original Issue CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS ) (Vacuum System Failure) If the optional electric standby vacuum pump is not installed and a complete vacuum system failure occurs during· flig·ht, the directional indi- cator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clo uds . If an autopilot is installed, it too may be affected. For instance , a 200A autopilot will re- A main functional and can be used following· a vacuum system failure . How- ever, only the basic wing leveling· mode of a 300A will function after a vac- uum failure, but other modes should not be considered usable. Refer to ( Section 9 , Supplements , for additional details concerning autopilot and/or electric standby vacuum pump operation. The following instructions as- sume that only the electrically-powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 180° TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows : · 1. Note the compass heading. 2. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 3. When the sweep second hand indicates the nearest half-minute , initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the minia tu re airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary , adjust heading primarily with skidding· motions rather than rolling motions so that the compass will read more accurately. 6. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180° turn, a descent throug·h a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent throug·h clouds. To g·uard ag·ainst a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands o ff the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the com- Original Issue 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P pass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Apply full rich mixture. 2. Use full carburetor h e at. 3. Reduce power to set up a 500 to 800 ft/min rate of descent. 4. Adjust the elevator trim and rudder trim (if installed) for a stabilized descent at 70-80 KIAS . 5. Keep hands off the control wheel. 6. Monitor turn coordinator and make corrections by rudder alone. 7. Check trend of compass card movement and make cautious corrections with rudder to stop the turn . 8. Upon breaking out of clouds , resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Retard throttle 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 hori- zon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the airspeed to BO KIAS . 4. Adjust the elevator trim control to maintain an 80 KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. Adjust rudder trim (if installed) to relieve unbalanced rudder force . 6. Apply carburetor heat. 7. Clear engine occasionally , but avoid using enough power to disturb the trimmed glide. 8. Upon breaking out of clouds, resume normal cruising flight . INADVERTENT FLIGHT INTO ICING CONDITIONS ( Flight into icing conditions is prohibited. An inadvertent e ncount e r with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to e scape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed , altimeter and vertical speed) are suspected, the static pressure alternate source valve should be pulled on, thereby supplying static pressure to 3-14 Original Issue ( ( ) CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES these instruments from the cabin. NOTE In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the vertical speed indicator. With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the alternate static source airspeed calibration table in Section 5, appropriate to vent/window(s) configura- tion, causing the airplane to be flown at the normal operating speeds. Maximum airspeed and altimeter variation from normal is 4 knots and 30 feet over the normal operating range with the window(s) closed . With window(s) open, larger variations occur near stall speed. However, ruaximurn altimeter variation remains within 50 feet of normal. SPINS Should an inadvertent spin occur, the following recovery procedure should be used: 1. 2. 3. 4. 5. RETARD THROTTLE TO IDLE POSITION . PLACE AILERONS IN NEUTRAL POSITION. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD 1'AR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov- ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A . SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. For additional information on spins and spin recovery, see the discus- sion under SPINS in Normal Procedures (Section 4). Original Issue 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the mini.mum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flig·ht may be caused by one or morn spark plug·s becoming fouled by carbon or lead deposits. This may be verified by tnrning· the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flig·ht . If the problem does not clear np in several minutes, determine if a richer mixture setting will produce smoother operation. If not , proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either Lor R ignition switch position will identify which magneto is malfunctioning·. Select different power setting·s and enrichen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not. switch to the good mag·neto and proceed to the nearest airport for repairs . LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning·. A leak in the line to the gag·e is not necessarily cause for an immediate precau- tionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera- ture , there is good reason to suspect an eng·ine failure is imminent . Reduce 3-16 Original Issue ) -( CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES eng·ine power immediately and select a suitable forced landing fie ld. Use only the minimum power required to reach the desired touchdown spot. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A defective alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two catego- ries : excessive rate of charge and insufficient rate of charge. The follow- ing paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE Aft er engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal ch a rging during the initial part of a flight . However , after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overhe a t and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an over-voltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. If the over-voltage sensor malfunctions, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, altern a tor circuit breaker pulled, nonessential electrical equipment turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis- charge indications may occur during low RPM condit i ons with an electrical load on the system, such as during a low Original Issue 3-17 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P RPM taxi. Under these conditions , the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has no t occurred to de-activate the alternator system. If the over - voltage sensor should shut down the alternator, or if the alternator output is low, a discharge rate will be shown on the ammeter followed by illumination of the low-voltage warning light . Since this may be a "nuisance" trip-out, an attempt should be made to reactivate the . alternator system. To do this, turn the avionics power switch off, check that · ( the alternator circuit breaker is in, then turn both sides of the master switch off and then on again . If the problem no longer exists , normal alternator charging will resume and the low-voltage light will go off . The avionics power switch may then be turned back on. If the light illuminates again, a malfunction is confirmed , In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. Battery power must be conserved for later operation of the wing flaps and, if the emergency occurs at night, for possible use of the landing lights during landing. OTHER EMERGENCIES WINDSHIELD DAMAGE If a bird strike or other incident should damage the windshield in flight to the point of creating an opening , a significant loss in perfor- mance may be expected. This loss may be minimized in some cases (de- pending on amount of damage, altitude , etc.) by opening the side windows while the airplane is manenvered for a landing at the nearest airport . If airplane performance or other adverse conditions preclude landing· at an airport , prepare for an "off airport" landing in accordance with the Pre- cautionary Landing· With Engine Power or Ditching checklists. 3-18 Original Issue CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Int.roduction . . . . . . . Speeds For Normal Operation Preflight Inspection . Cabin . . . . . Empennage CHECKLIST PROCEDURES Right Wing, Trailing Edge Right Wing Nose . . .. . . . . Left Wing . . ... . Left Wing, Leading· Edge Left Wing, Trailing Edge Before Starting Engine . Starting Engine Before Takeoff . . Takeoff . . . . Normal Take off Short Fie ld Tak e off . Enroute Climb Cruise . . . . Descent Before Landing Landing Normal Landing. Short Field Landing Balked Landing After Landing . . Securing Airplane Preflight Inspection Starting Engine AMPLIFIED PROCEDURES Original Issue - 20 August 1984 Pag e 4-3 . 4-3 . 4-5 4-5 4-5 4-5 4-6 4-6 4-6 4-7 4-7 4-7 4-7 4-8 4-8 4 -8 4-9 4-9 4-9 4 -9 4 -9 4- 10 4-10 4- 10 4-10 4-10 4-10 4-11 4 - 12 4 -1 SECTION 4 CESSNA MODEL 172P NORMAL PROCEDURES TABLE OF CONTENTS (Continued) Page Taxiing 4-12 Before Takeoff 4-14 Warm-Up 4-14 Magneto Check 4 - 14 Alternator Check 4-14 Takeoff 4-15 Power Check . 4-15 Wing Flap Settings . 4-15 Crosswind Takeoff 4-16 Enroute Climb . 4 - 16 Cruise . 4-16 Leaning With A Cessna Economy Mixture Indicator (EGT) 4-18 Stalls 4-18 Spins 4-18 Landing· 4-20 Normal Landing . 4-20 Short Field Landing 4-21 Crosswind Landing. 4-21 Balked Landing . 4-21 Cold Weather Operation 4-22 Starting . 4-22 Flight Operations 4-24 Hot Weather Operation 4-24 Noise Characteristics 4-25 4-2 Origin al Issue CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist a nd amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9. ( SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 2400 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used. Takeoff: Normal Climb Out . . . . . . . . . . . . . Short Field Takeoff, Flaps 10°, Speed at 50 Feet Enroute Climb, Flaps Up: Normal, Sea Level . . . . . Normal, 10,000 Feet . . . . . \j Best Rate of Climb, Sea Level Y Best Rate of Climb, 10,000 Feet V Best Angl e of Climb, Sea Level )( Best Angle of Climb, 10,000 Feet Landing Approach: _7J:f_ ,S-: ~ KIAS .f' 1 -66"KIAS 75-85 KIAS 70-80 KIAS 76 KIAS bl, }5IAS l,::)..lffl KIAS li'l ,66" KIAS Normal Approach, Flaps Up 65-75 KIAS Normal Approach, Flaps 30° 60-70 KIAS Short Field Approach, Flaps 30° ~KIAS Balked Landing: 0 Maximum Power, Flaps 20° . . .IR-:Jr.5 KIAS Maximum Recommended Turbulent Air Penetration Speed: ~ ~Lbs . . . . . . . . . . . . . . . . . . . . . . ;()5',9fr'KIAS ~ 1GQ 2000 Lbs .. . ..... . ......... ... . '16 .22 KIAS )'16'°Ul.600 Lbs . . . . . . . . . . . . . . . . . 'ob~ KIAS Maximum Demonstrated Crosswind Velocity: Takeoff or Landing . . . . . . . . . . . 15 KNOTS Original Issue 4-3 SECTION 4 CESSNA MODEL 172P NORMAL PROCEDURES 4-4 NOTE Visually check airplane for general condition during walk-around inspection . Use of the refueling steps and assist handles (if installed) will simplify access to the upper wing surfaces for visual checks and refueling operations. In cold weather, remove even small accumula- tions of frost, ice or snow from win'g, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris: Prior to flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all l ights, and make sure a flashlight is available. Figure 4-1. Prefli g· ht Inspection Original Issue (' () ·~ ) .,,, CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION (DcABIN 1. 2. Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. Parking Brake -- SET. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. Control Wheel Look -- REMOVE. Ignition Switch -- OFF. Avionics Power Switch -- OFF. Master Switch -- ON. WARNING When turning on the master switch, using an external power source, or pulling the propeller through by hapd, treat the propeller as if the ignition switch were on . Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire or a component malfunction could cause the propeller to rotate. Fuel Quantity Indicators -- CHECK QUANTITY. Low-Vacuum Warning Light -- CHECK ON. Avionics Power Switch -- ON. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION. Avionics Power Switch -- OFF. Master Switch -- OFF. Static Pressure Alternate Source Valve (if installed) -- OFF. Fuel Selector Valve -- BOTH. 15. Bag·gage Door -- CHECK, look with key if child's seat is to be oc- cupied. @ EMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. @ RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. Original Issue 4-5 SECTION 4 NORMAL PROCEDURES @)RIGHT WING 1. Wing Tie-Down -- DISCONNECT. 2. Main Wheel Tire -- CHECK for proper inflation. CESSNA MODEL 172P 3. Fuel Tank Sump Quick-Drain Valve -- DRAIN at least a cupful of fuel (using sampler cup) to check for water, sediment, and proper fuel grade before first flight of day and after each refueling·. If water is observed, take further samples until clear and then g·ently rock wings and lower tail to the g-round to move any additional contaminants to the sampling· points. Take repeated samples from all fuel drain points until all contamination has been removed. 4. Fuel Selector Quick-Drain Valve (located on bottom of fuselage) -- DRAIN at least a cupful of fuel (using· sampler cup) to check for water, sediment, and proper fuel g-rade before first flig·ht of day and after each refueling·. If water is observed , take further samples until clear and then g·ently r ock wings and lower 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. 5. Fuel Quantity -- CHECK VISUALLY for desired level. 6. Fuel Filler Cap -- SECURE. @NOSE 1. Engine Oil Dipstick/Filler Cap -- CHECK oil level , then check dipstick/filler cap SECURE. Do ot operate with less than five quarts. Fill to seven quar.ts or extended flig·ht. 2. Fuel Strainer Drain Knob -- PULL OUT for at least four seconds to clear strainer of possible water and sediment before first flight of day and after each refueling. Return drain knob full in and check strainer drain CLOSED. If water is obs e rved , perform fu r th er draining at all fuel drain points until clear and then gently rock win g· s and lower tail to the gTound to move any additional conta- minants to the sampling point s . Take repeated samples from all fuel drain points until all contamination has been removed. 3. Propeller a nd Spinner -- CHECK for nicks and security. 4. Eng· ine Cooling Air Inlets -- CLEAR of obstructions. 5. Ca rburetor Air Filter -- CHECK for restrictions by dust or other f'oreig·n matter. 6. Nose Whe el Strut and Tire -- CHECK for proper inflation. 7. Nose Tie-Down -- DISCONNECT. 8. Static Source Opening (left side of fuselage) -- CHECK for stop- page. @LEFT WING 1. Fuel Quantity -- CHECK VISUALLY for desired level. 4-6 Original Issue ( ( \ } ) n l CESSNA MODEL 172P 2. Fuel Filler Cap -- SECURE. SECTION 4 NORMAL PROCEDURES 3. Fuel Tank Sump Quick-Drain Valve -- DRAIN at least a cupful of fuel (using sampler cup) to check for water, sediment, and proper fuel grade before first flight of day 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 until all contamination has been removed. 4. Main Wheel Tire -- CHECK for proper inflation. ) (D LEFT WING Leading Edge 1. Pitot Tube Cover -- REMOVE;_ and check opening for stoppage. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 3. Stall Warning Opening -- CHECK for stoppage. To check the sys- tem, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn will confirm system oper- ation . 4. Wing Tie-Down -- DISCONNECT. 5. Landing Light(s) -- CHECK for condition and cleanliness of cover. ( ) ) @LEFT WING Trailing Edge 1. Aileron -- CHECK for freedom of movement and security. ) ( BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE. 2. Passenger Briefing -- COMPLETE. 3. Seats, Seat Belts, Shoulder Harnesses -- ADJUST and LOCK. 4. Brakes -- TEST and SET. 5. Avionics Power Switch -- OFF. 6. 7. 8. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics . Circuit Breakers -- CHECK IN. Electrical Equipment, Autopilot (if installed) - - OFF. Fuel Selector Valve -- BOTH . STARTING ENGINE 1. Prime -- AS REQUIRED (2 to 6 strokes; none if engine is warm). 2. Carburetor Heat - - COLD. 3. Throttle -- OPEN 1/8 INCH. 4. Mixture -- RICH. Original Issue 4-7 SECTION 4 NORMAL PROCEDURES 5. -Propeller Area -- CLEAR. 6. Master Switch -- ON. CESSNA MODEL 172P 7. Ignition Switch -- START (release when engine starts). \ 8. Oil Pressure -- CHECK. 9. Starter -- CHECK DISENGAGED (if starter were to remain engaged, ammeter would indicate full scale charge with engine running at 1000 RPM). 10. Avionics Power Switch -- ON. 11. Navigation Lights and Flashing Beacon -- ON as required. 12 . Radios -- ON. BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Seats, Seat Belts, Shoulder Harnesses -- CHECK SECURE. 3. Cabin Doors -- CLOSED and LOCKED. 4. Flight Controls -- FREE and CORRECT. 5. Flight Instruments -- CHECK and SET. 6. Fuel Quantity -- CHECK. 7. Primer -- IN AND LOCKED. 8. Mixture -- RICH. 9. Fuel Selector Valve -- RECHECK BOTH. 10 . Elevator Trim and Rudder Trim (if installed) -- SET for takeoff. 11. Throttle -- 1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). b. Carburetor Heat -- CHECK (for RPM drop). c. Suction Gage -- CHECK. d. Engine Instruments and Ammeter -- CHECK. 12. Throttle -- 1000 RPM or LESS. 13. Throttle Friction Lock -- ADJUST. 14. Strobe Lights (if installed) -- AS DESIRED. 15 . Radios and Avionics -- SET. 16. Autopilot (if installed) -- OFF. 17. Air Conditioner (if installed) -- OFF. 18. Wing Flaps -- SET for takeoff (see Takeoff checklists). 19. Brakes -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0° - 10°. 2. Carburetor Heat -- COLD. 3. Throttl e -- FULL OPEN . 4. Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS) . 5. Climb Speed --~ ISJAS. ·1 b ·?, lo 4- 8 Original Issue < CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES SHORT FIELD TAKEOFF 1. Wing Flaps -- 10°. 2. Carburetor Heat -- COLD. 3. Brakes -- APPLY. 4. Throttle -- FULL OPEN. 5. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). 6. Brakes -- RELEASE. 7. Elevator Control -- SLIGHTLY TAIL LOW. 8. Climb Speed -- 56 KIAS (until all obstacles are cleared). ENROUTE CLIMB -1!!'-ffS 1. Airspeed -- ~ KIAS. NOTE If a maximum performance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5. 2. Throttle -- FULL OPEN. 3. Mixture -- RICH (ab6ve 3000 feet, LEAN to obtain maximum RPM). CRUISE 1. Power -- 2100-2700 RPM (no more than 75% is recommended). 2. Elevator and Rudder Trim (if installed) -- ADJUST. 3. Mixture -- LEAN. DESCENT 1. Fuel Selector Valve -- BOTH. 2 . Power -- AS DESIRED. 3 . Mixture -- ADJUST for smooth operation (full rich for idle power). 4. Carburetor Heat -- FULL HEAT AS REQUIRED (to prevent carburetor icing). BEFORE LANDING 1. Seats, Seat Belts, Shoulder Harnesses -- SECURE. 2. Fuel Selector Valve -- BOTH . 3. Mixture -- RICH. 4. Carburetor Heat -- ON (apply full heat before reducing power). 5 . Autopilot (if insta.lled) -- OFF. 6. Air Conditioner (if installed) -- OFF. Original Issue 4-9 I SECTION 4 NORMAL PROCEDURES LANDING NORMAL LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). CESSNA MODEL 172P 2. Wing Flaps -- AS DESIRED (0°-10° below 110 KIAS, 10°-30° below 85 KIAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Touchdown -- MAIN WHEELS FIRST. 5. Landing Roll -- LOWER NOSE WHEEL GENTLY. 6. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). fi'l Kif\.? 2. Wing Flaps -- FULL DOWN (30°). tvl ~ (.,0 ~1 r.., 3. Airspeed -- 6j KIAS (until flare). 4. Power -- REDUCE to idle after clearing obstacle. 5. Touchdown -- MAIN WHEELS FIRST. 6. Brakes -- APPLY HEAVILY. 7. Wing Flaps -- RETRACT. BALKED LANDING 1. Throttle -- FULL OPEN. 2. Carburetor Heat -- COLD. 3. Wing Flaps -- RETRACT TO 20 °. 4. Climb Speed ltf>J5,&'KIAS. 5. Wing· Flaps -- 10° (until obstacles are cleared). RETRACT (after reaching a safe altitude and 60 KIAS). AFTER LANDING 1. Carburetor Heat -- COLD. 2. Wing Flaps -- UP. SECURING AIRPLANE 1. Parking Brake -- SET. 2. Avionics Power Switch, Electrical Equipment, Autopilot (if installed) - - OFF. 3. Mixture -- IDLE CUT - OFF (pulled full out). 4. Ignition Switch - - OFF. 5. Master Switch -- OFF. 6. Control Lock -- INST ALL. 4- 10 Original Issue CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES PREFLIGHT INSPECTION The Preflight Inspection, described in figure 4-1 and adjacent check- list, is recommended for the first flight of the day. Inspection procedures for subsequent flights are normally limited to brief checks of control surface hinges, fuel and oil quantity, and security of fuel and oil filler caps and draining of the fuel strainer, fuel tank sumps and fuel selector valve. If the airplane has been in extended storage, has had recent major mainte- nance, or has been operated from marginal airports, a more extensive exterior inspection is recommended. 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 exposed to much ground handling in a crowded hangar, it should be checked for dents and scratches on wings, fuselage, and tail surfaces, as well as damage to navigation and anti-collision lights, and avionics antennas. Outside storage for long periods may result in dust and dirt acc~mula- tion on the induction air filter, obstructions in airspeed system lines, and condensation in fuel tanks. If any water is detected in the fuel system, the fuel tank sump quick-drain valves, fuel selector quick-drain valve, and fuel strainer drain should all be thoroughly drained again. Then, the wings should be gently rocked and the tail lowered to the ground to move any further contaminants to the sampling points. Repeated samples should be taken from all drain points until all contamination has been removed. If, after repeated sampling, evidence of contamination still exists, the fuel tanks should be completely drained and the fuel system cleaned. Outside storage in windy or gusty areas, or tie-down adjacent to taxiing airplanes , calls for special attention to control surface stops, hinges, and brackets to detect the presence of wind damage. 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 at- tention 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. Airpl8,nes that are operated from rough fields, especially at high altitudes, are subjected to abnormal landing gear abuse. Frequently che ck all components of the landing gear, shock strut, tires , and brakes. If the Original Issue 4-11 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P shock strut is insufficiently extended, undue landing and taxi loads will be subjected on the airplane structure. 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. STARTING ENGINE During engine starting, open the throttle approximately 1/ 8 inch. In warm temperatures, one or two strokes of the primer should be sufficient. In cold weather, up to six strokes of the primer may be necessary. If the engine is warm, no priming will be required. In extremely cold tempera- tures , it may be necessary to continue priming while cranking the engine. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the starting proce- dure without any additional priming. If the engine is underprimed (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. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather , stop 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 OPERA - TION paragraphs in this se c tion. 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 the engine and take corrective action prior to flight. TAXIING When taxiing, it is important that speed and use of brakes be held to a 4-12 Original Issue CESSNA MODEL 172P CODE WIND DIRECTION • SECTION 4 NORMAL PROCEDURES NOTE Strong quartering tail winds require ca ution. Avoid s udden bursts of the throttle and sharp braking when the airplane is in thi s att itude. Use the steerable nose wheel and rudder to maintain direction. Figure 4-2. Taxiing Diagram Original Issue 4-13 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P minimum and that all co ntr ols be utilized (see Taxiing Diagram, figure 4- 2) to maintain directional control a nd balance. The ca rburetor h eat co ntr ol knob sh ou ld be pu sh ed full in during a ll ground operatio n s unless heat is a b so l utely necessary. When the knob is pu ll ed o ut to the heat po sit io n, air entering the engine is not filtered. Taxiing over loose grave l or cinders should be done a t low engine speed t o avoid abrasio n a nd s t one damage to the propeller tips. BEFORE TAKEOFF WARM-UP If the e n gine accele r ates smooth ly, the airplane is ready for takeoff. Since th e e n gi n e is close l y cow l e d for e ffi c i e nt in-flight engine coo lin g, precautions should be taken to avoid over h eating d urin g prolonged engine ope r a ti on on th e gTo und . Al so, long periods of id lin g may cau se fouled spark p lugs. MAGNETO CHECK Th e magneto chec k s ho u ld be made a t 1700 RPM as fo ll ows. Move ignition switch first to R position a nd note RPM. Next move switch back to BO TH t o c l ear the ot h er set of plugs. T h e n move switch to the L position, note RPM and return the switch to the BOTH po si tio n . RPM drop should not exceed 125 RPM on eith er magneto or show greater th a n 50 RPM d ifferen - tia l between magnetos. If th ere is a doubt co nc ern in g operation of the ignition system, RPM ch ec ks at higher engine speeds will u s u ally co n firm whether a deficiency e xist s. An absence of RPM drop may be a n indic ation of faulty grounding of o n e side of the ignition system or should b e ca u se for suspicion that the magneto timing is s et in advanc e of the set tin g speci fi ed. ALTERNATOR CHECK Pr ior to flig ht s where verification of prop er alter n ator a nd a lt e rn ator contro l unit operat i on is essent i a l (such as ni g ht or in strume nt flights). a positive verification ca n be made by loading the el ec tri ca l system momentarily (3 to 5 seconds) wit h t h e l andi n g light or by operating t he wing flaps durin g the engine run up (1700 RPM ). The ammeter will re m ai n withi n a need le width of its initial reading if the alternator a n d alternator co ntrol unit are operating pr o perl y. · 4-14 NOTE If l and ing lig ht s a re to be used to enhance the conspicuity of the airpl ane in the traffic p at tern or enroute, it is re- commended that only the taxi light be used . This will ex- tend the service life of the landing light a ppreci a bly . Original Issue ( CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES 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 runup before another takeoff is attempted. The engine should run smoothly and turn approxi- mately 2300 to 2420 RPM with carburetor heat off and mixture leaned to maximum RPM. NOTE Carburetor heat should not be used during takeoff unless it is absolutely necessary for obtaining smooth engine accel- · eration. Full - throttle runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades, they should be immediately corrected as described in Section 8 under Propeller Care. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. After full throttle is applied, adjust the throttle friction lock clockwise to prev e nt th e throttle from creeping back from a maximum power position. Similar friction lock adjustments should be made as required in other fli g·ht conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal takeoffs are accompli s hed with wing flaps 0° - 10°. Using 10° wing flaps reduces the ground roll and total distance over an obstacle by approximately 10 percent. Flap deflections greater than 10° are not approved for takeoff. If 10° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached. On a short field, 10° wing flaps and an obstacle clearance speed of~ -KIAS should be us e d. S7 Soft or rou g h field takeoffs are performed with 10 ° flap s by lifting the airplane off the ground as soo n as practical in a slightly ta il - low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to Original Issue 4-15 SECTION 4 CESSNA MODEL 172P NORMAL PROCEDURES accelerate to a higher climb speed. When departing a soft field with an aft C.G. loading, the elevator trim should be adjusted towards the nose down direction to give comfortable control wheel forces during the initial climb. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normall y are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling b ack to th e runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate-of-climb speeds for the best combination of performance, visibility and engine cooling. The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obt a in maximum RPM. For maximum rate of climb, use the best rate-of-climb speeds shown in the Rate-of-Climb chart in Section 5. If an obstruction dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and maximum power. Climbs at speeds lower than the best rate -of-c limb speed should be of short duration to improve engine cooling. CRUISE Normal cruising is performed between 55% and 75% power. Th e engine RPM a nd corresponding fuel co nsumption for va rious a ltitude s can be determined by using your Cessna Power Computer or th e data in Section 5. 4-16 NOTE Cruising should be done at 75% power as much as practic- able until a total of 50 hours has accumulated or oil con- sumption has stabilized. Operation at this higher power will ensll.re proper seating of the rings and is applicable to new engines, and engines in service following cylinder re - placement or top overhaul of one or more cylinders. Original Issue ( ( ' l CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES The Cruise Performance Table, figure 4-3, illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. 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. To achieve the recommended lean mixture fuel consumption figures shown in Section 5, the mixture should be leaned until engine RPM peaks and then leaned further until it drops 25-50 RPM. At lower powers it may be necessary to enrichen the mixture slightly to obtain smooth operation. The tachometer is marked with a green arc from 2100 to 2700 RPM with steps at 2450 and 2575 RPM. The use of 2450 RPM provides approxi- mately 75% power at sea level on a standard day. Using 2575 RPM pro- vides approximately 75% power at 5000 feet altitude on a standard day. For a hot day or high altitude conditions, the cruise RPM may be increased to 2700 RPM. Cruise at 2700 RPM permits the use of approximately 75% power at 8500 feet on a standard day. 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 (by trial and error) 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 75% POWER 65% POWER 55%POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG Sea Level 112 13.3 105 14.4 96 15.4 4000 Feet 116 13.8 108 14.8 98 15.7 8000 Feet 120 14.2 111 15.2 100 16.0 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table Original Issue 4-17 SECTION 4 NORMAL PROCEDURES MIXTURE EXHAUST GAS DESCRIPTION TEMPERATURE RECOMMENDED LEAN 50°F Rich of Peak EGT (Pi l ot's Operating Handbook and Power Computer) BEST ECONOMY Peak EGT Figure 4-4. EGT Table CESSNA MODEL 172P smoothest operation. Power changes should be made cautiously, followed by prompt adjustment of the mixture for smoothest operation. LEANING WITH A CESSNA ECONOMY MIXTURE INDIC ATOR (EGT) Exhaust gas temper ature (EGT) as s ho w n on the optional Cessna Economy Mixture Indicator may be used as an aid for mixture leaning in cruising fli ght at 75% power or less. To adjust the mixture, using this indicator. l ean to establish the peak EGT as a reference point a nd then enrichen the mixture by the desired increment based on figure 4-4. As noted in this table, operation at peak EGT provides the best fue l eco n omy. Th i s results in approximately 4% greater range than show n in this handbook accompanied by approxi mately a 3 knot decrease in speed. Under so me conditions, engine roughness may occur wh il e operating at peak EGT. In this case, operate at the Recommended Lean mixture. Any ch ange in altitude or throttle position wi ll require a recheck of EGT indi ca tion. STALLS The stall characteristics are conventiona l and a ur al warning is provided by a stall warning horn which s ounds between 5 and 10 knots a bove the s tall in a ll configurations. Power-off stall s peed s at maximum weight for both forward and aft C.G. positions are presented in Section 5. SPINS Intention a l spins are approved in this airplane wit hi n certain restrict- 4-18 Original Issue ( ( ( CESSNA MODEL 172P SECTION 4. NORMAL PROCEDURES ed loadings. Spins with baggag·e loadings or occupied rear seat(s) are not approved. However, before attempting to perform spins several items should be carefully considered to assure a safe flight. No spins should be attempted without first having received dual instruction both in spin entries and spin recoveries from a qualified instructor who is familiar with the spin characteristics of the Cessna 172P. The cabin should be clean and all loose equipment (including the microphone and rear seat belts) should be stowed or secured. For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should also be secured. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions. However, care should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels. It is recommended that, where feasible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level. At least 1000 feet of altitude loss should be allowed for a 1- turn spin and recovery, while a 6-turn spin and recovery may require somewhat more than twice that amount. For example, the recommended entry altitude for a 6-turn spin wou ld be 6000 feet above ground level. In any case, entries should be planned so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91.71. Another reason for using high altitudes for practicing spins is that a greater field of view is provided which will assist in maintaining pilot orientation. The norm a l e ntry is made from a power-off stall. As the stall is approached, the elevator control should be smoothly pulled to the full aft position. Just prior to reaching the stall "break", rudder control in the desired direction of the spin rotation should be applied so that full rudd er deflection is reached almost simultaneou s ly with reaching full aft eleva- tor. A s lightly greater rate of deceleration than for normal stall entries, application of ailerons in the direction of the desired spin, and the use of power at the entry will assure more consistent and positive entries to the sp in. As the airplane begins to spin, reduce the power to idle and return th e ailerons to neutral. Both elevator and rudder controls should be held full with the spin until the spin recovery is initiated. An inadvertent relaxation of either of these controls could result in the development of a nose-down sp iral. For the purpose of training in spins and spin recoveries, a 1 or 2 turn spin is adequate and should be used. Up to 2 turns, the s pin will progress to a fairly rapid rate of rotation and a steep attitude. Application of recovery control s will produce prompt recoveries (within . 1/ 4 turn). During ex- Original Issue 4-19 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P t e nded s pins of two to thr ee turns or more, th e spin w ill t e nd to ch a nge into a spi r al , particularly to the right. This will be accompani ed by an increase in airspeed and gravity loads on the airplane. If this occurs , recovery should be accomplished quickly by leveling the wings and recovering from the resulting dive. Regardless of how many turns the spin is held or how it is entered , the followin g recovery technique should be used: 1. VERIFY THAT THROTTLE IS IN IDLE POSITION AND AILER- ONS ARE NEUTRAL. 2. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC - TION OF ROTATION. 3. JUST AFTER THE RUDDER REACHES THE STOP , MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. 4. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. 5. AS ROTATION STOPS , NEUTRAL I ZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determin a tion of the direction of rotation , the symbolic airplane in the turn coordinator may be referred to for this information . Variations in basic airplan e rigging or in weight and balanc e due to in s talled equipment or right seat oc cupancy can cau se diff e rences in be havior , p a rticularly in e xtend ed spins. These differ e n c es are normal and will res ult in va riati o n s in th e spin c h a r a cteristi c s a n d in th e spir a lin g te nd enc i es fo r s pin s of mor e th a n 2 turn s . H oweve r , th e r ec o ve ry t ec hniqu e s h o ul d a lw ays b e u s ed and w i ll r es ult in th e mo s t e xp e ditio us r ecove r y fr om a ny s pin. Int e nti on a l s pin s wi th fl a p s e xt e nded ar e p rohibit ed , s inc e th e hi g h s peed s whi ch m a y oc cur durin g r e cov e ry are pot e nti a ll y da m agin g to the fl a p / win g s tru c tur e . LANDING NORMAL LANDING No rm a l l a ndin g app ro a ch es c a n be m a de with p o wer -o n or p ow e r- off with an y fl a p se ttin g d esi r ed . S u rface w ind s a n d a ir turbul e nc e are u sua ll y th e p rim a r y fa c tor s in determinin g t h e mos t c omfort able a p p r oac h s p ee d s. 4-20 Or igin a l Issue f- ( ) ( CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES Steep slips should be avoided with flap settings greater than 20° due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings. NOTE Carburetor heat should be applied prior to any significant reduction or closing of the throttle. Actual touchdown should be made with power-off and on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads. This proce- dure is especially important in rough or soft field landings. SHORT FIELD LANDING For a short field landing in smooth air conditions, make an approach at 6~ KIAS with 30° flaps using enough power to control the glide path. (Slightly higher approach speeds should be used under turbulent air conditions.) After all approach obstacles are cleared, progressively reduce power and maintain the approach speed by lowering the nose of the airplane. Touchdown should be made with power off and on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold the control wheel full back, and apply maxim um brake pressure without sliding the tires. CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. If flap settings greater than 20° are used in · sideslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds. However, this does