PILOT'S OPERATING HANDBOOK and FAA APPROVED AIRPLANE FLIGHT MANUAL

. 30 May 1980 . 30 May 1980 I October 1994 . 30 May 1980 . flO May 1980 Revision 2 Page .... 1 October 1994 Pâge ... fitle ... Assignment Rncord ith¡uü. * iii ... iv ..... l-1 th¡u l-9 . ...... 1-10 Blank 2-I .... 2-2 Blank 2-3 th¡u 2-4 .. .,.. . + 2-6thru2-6 ....,.. 2-7thru2-13 .,.... 2-14 Blank 3-1thru3-9 ......, 3-10 Blank 3-11 thru 3-18 . . .. . 4-lth¡u424 ...... 6-1 ... .. 6-2 Blank 6-3 thru 6-23 . . . .. . 6-24Blauk ...,.... 6-1 ......... 6-2Blank... 6-3 thru 6-16 * 6-17 .... .. .. 6-18 thru 6-27 6-28 Blank . . 7-l thru 7-16 * 7-17 ...... .. 7-18 thru 7-37 7-38........ 8-1 ...... .. . 8-2 Bla¡k .. . 8-3 thru 8-17 8-lSBlauk .. 0-l thru 9-3 9-4Blank ... Datè 80 May 1980 30 May 1980 30 May 1980 I Octobe¡ 1994 80 May 1980 .30 May 1980 30 May 1980 I Octobe¡ 1994 30 May 1980 30 May 1980 30 May 1980 80 May 1980 30 May 1980 30 May 1980 30 May 1980 30 May 1980 30 g0 30 s0 30 30 30 30 May 1980 May 1980 May 1980 May 1980 May 1980 May 1980 May 1980 May 1980 NOTD Refer to Section 9 Table of0ontents for supplementa applcable to optional systems. 30 May 1980 Revieion2 -1October1994 (Rcl-25-04/03) lll TABLE OFCONTENTS CESSNA MODEL 172P 7 I TABLE OF CONTENTS SECTION GENERAL 1 LIMITATIONS 2 EMERGENCY PROCEDURES 3 NORMAL PROCEDURES 4 PERFORMANCE 5 WEIGHT & BALANCE / EOUIPMENT LIST 6 AIRPLANE & SYSTEMS DESCRIPTIONS AIRPLANE HANDLING, SERVICE & MAINTENANCE SUPPLEMENTS (Optional Systems Description & Operating Procedures) ¡ ¡ . I lv 30 May 1980 CESSNA MODEL 17UP SECTION 1 GENERAL Page t-2 1-3 1-8 1-3 1-3 1-S l-4 1-5 1-5 1-5 1-5 1-5 1-6 1-6 1-6 r-7 t-7 1-8 SECTION 1 CENERAL ) TABLE OF CONTENTS Three View Introduction . . Doscriptive Data Engine Propeller Fuel oil Maximum Certifioated Iüeights Standard Airplane \lleigbts Cabin And Entry Dimensions Baggage Space And Entry Dimensions Specific Loadings Symbols, Abbreviations And Terminology General Airspeed Terminology And Symbols Meteorolo gical Terminolo glr Engine Power Terminology Airplane Performance A'nd Flight Planning Terminology lÃleight And Balance Terminology 30 May 1980 1-1 SECTION 1 GENER,AIJ NOTES: 2. M¡x¡mum hs¡0ht ¡hom wlth næ gcr depË*d, all tlræ ônd nor nrut proporly lnllEtôd, ond flðhlng òB@n in¡t¡lhd. 3. '!!hæl bæ lsngth l¡ 6õ". 4. Prop€llor ground clsEnæ lt 111". 5, Wng rro ls 174 qu¡ro læt. 6, Mlnlmum tunlng rldlur | * plvot polnt to outbmrd wlng tlpl 13 27',-5ß". '-1 1 14 76" 1/2" CESSNA MODEL 172P 1/2" 1 PIVOT POINT * PIVOT POINI *o o t-2 Figure 1-1. Three View 80 May 1980 CESSNA MODEL 172P E¡ECTION 1 GENER,AL INTRODUCTION This handbook contains g sections, and inoludes the material required 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 also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Avco Lycoming. Engine Model Number: O-840-D2J. Elngine Type: Normally-aspirated, diqect-drive, air-cooled, horizontally- opposed, oarburetor equipped, four-cylinder engine with 819.8 cu. in. displacement. Horsepower Rating and Engine Speedl 160 rated BHP at 2700 RPM. PROPELLER Propeller Manufacturer: McOauley Aocessory Division. Propeller Model Number: 1C160/DTM7557. Number of Blade* 2. Propeller Diametor, Maximum; ?B inches. Minimumi 74 inches. Propeller Type: Fixed pitch. FUEL Approved Fugl Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/ 130) Grade Aviation Fuel (Greon). NOTE Isopropyl alcohol or ethylene glycol monomethyl ether may be added to the fuel supply. Additive concentrations shall not exceed LVo for isopropyl alcohol or .I6Vo f.or ethylene glycol monomethyl ether. Refer to Section g for additional information. 30 May 1980 1-3 SECTION 1 GENEN,AL Sump Total: 7 Quarts I Quarts. Fuel Capaoit¡r: Standard Tanks: Total Capacity: 43 gallons. Total Capacity Each Tank 21.5 gallons. Total Usable: 40 gallons. Long Range Tanks: Total CapacÍty: õ4 gallons. Total Capacity Each Ta,nk 27 gallons. Total Usable: õ0 gallons. Integral Tanksl Total Capacity: 68 gallons. Total Capaoity 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. otL Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Minoral OiL Use to replenish supply duríng first 25 hours and at the first 2õ-hour oil change. Continue to uso until a total of õ0 hou¡s has aooumulated or oiÌ consumption has stabilized. MIL-L-22851 Ashless DÍsporsant Oil: This oil muat be used after first õO hours or oil consumption has stabilized, Recommendod Viscosity for Temperature Range: MIL-L-6082 Aviation Grade Straight Mineral Oil: AII temporatures, use SAE 20W-õO or Above 16oC (60oF), use SAE 50 -lo0 (30"F) to 32oC (90'F), use SAE 40 -18"C (0'F) to 21oC (70'F), use SAE 30 Below -12'C (10"F), use SAE 20 MIL-L-228õ1 Ashless Dispersant Oil: AII temperatures, use SAE 20ïV-50 or Above 16oC (60oF), use SAE 40 or SAE õ0 -1"C (30'F) to 32oC (90'F), use SAE 40 -18oC (OoF) to 21oC (70'F), use SAE 40 or SAE 30 Below -12oC (10oF), use SAE 30 OiI Capacity: CESSNA MODEL 172P t-4 30 May 1980 CESSNA MODEIJ 1?2P Standard Empty Weight, Skyhawk: 1414Ibs. Skyhawk II: 1440lbs. Maximum Useful Load: Normal Category Skyhawk: 993lbs. Skyhawk II: 967lbe. SECTION 1 GENERAL MAXIMUM CERTIFICATED WEIGHTS Ramp, Normal Category: 2407 lbs. Utitity Category: 2107 lbs. Takeoff, Normal Category:2400 lbs. Utility Category: 2100 tbs. Landing, Normal Categoryr 2400 lbs. Utility Category: 2100 lbe. Weight in Baggage Compartment, Normal Category: Baggage Area 1 (or passenger on chÍld's seat) - Station 82 to 108; 120 lbs. See note below. Baggage Area 2 - Station 108 to L42: õO 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 rea,r seat must not be occupied. STANDARD AIRPLANE WE¡GHTS Utifi$ Category 693 lbs. 667 lbs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and ontry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage illustrated in detail in Section 6. area and baggage door opening are SPECIFIC LOADINGS Wing Loading: 13.8 lbs,/sq. ft. Power Loading: 15.0 lbs./hp. 30 May 1980 1-5 SECTION 1 GENERAL CEggNA MODEIJ 172P SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL A¡RSPEED TERM¡NOLOGY AND SYMBOLS KcAs Knots collbrated Alrspeed is indicated airspeed oorrected for position and instrument error a,nd expreesed in knots. Knots oalibrated airspeed is equal to KTAS in standard atmosphere at sea lovel. KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expreesed in knots. KTAS Knote Tme Airspeed is the airspeed expressed in knots relative to undisturbed air whioh is KCAS corrected for altitude and temperature. VA Manuevering Speed is the maximum speod at which you ma,y use abrupt oontrol travel. Vf,g Maximum Flep Extended Speed is the !Íghest speed permissiblo with wing flaps in a prescribed extended position. V*o Maximum Structural Gruising Speed is the speed that shouldnot be oxceededexcept in smooth air, then onlywith caution. VNp Never-Exceed Speed is the speed limit that may not be exceeded at any time. VS Stalling Speed or trhe mi¡lmun steady f,ight speed at which the airplane is controllable. VS^ Stalltng Speed or the mlnimum eteady flight epeed at ' which the airplane is controllable in the landing configu- ration at the most forward center of gravity. V"' Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal dÍstance. Vv Best Rate-of-Climb Speed is the speed which results in the - Createst gain in altitude in a given time. METEOROLOGICAL TER MINOLOGY OAT Outside Air Tempereture is the free air static temperature. 1-6 30 May 1980 CEggNA MODEL 172P Standard Tempera- ture Pressure Altitude BHP R,PM Static RPM Demon- strated Crosswind Velocity Usable FueI Unusable Fuel GPH NMPG úÞ It is expressed in either degrees Celsius or degrees Fah- renheit. Stand¡rd Temperature is 15oC a,t sea, level pressure alti- tude and decreases by ZoC for each 1000 feet of altitude. SECTION 1 GENERAL Bral¡e lloreepower is the power developed by the engine, Revolutlons Per Mlnute ís engine speed. Static RPM is engine speed attained during a full-throttle engine runup when the airplane is on the ground and stationary. Demonstrated Croesrrind Velocit¡r is the velocity of the crosswind oomponent 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 quantifV of fuet that can not be safely used in flight. Gallone Per Hour is the amount of fuel (in gallons) consumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can bo expected per gallon of fuet cousumed at a specific engine power setting and/or flight configura- tion. P¡es¡u¡e Ntltude is the attitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1018 mb). ENGINE POWER TERMINOLOGY ) AIRPLANE PERFORMANCE AND FLIGHT PI.ANNING TERM¡NOLOGY 30 May 1980 g is acceleration due to gravity 1-7 WEIGHT AND BALANCE TERMINOLOGY Reference Reference Datum ls an lmaglnary vertloal plane from Datum which all horizontal distances are mea,sured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the retorenoe datum. SECTION 1 GENERAL 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 CESSNA MODEL 1?2P Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an ltem. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the sonstant 1000 is used i.n this handbook to simplify balance calculations by reduc- ing the number of digits.) Center of Gravity is tho point at which an airplane, or equipment, would balance if suspended. Its distance from the refergnce datum is found by dividing the total moment by the total weight of the airplane. Center of Gravlty A¡rn is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravlty Limits are the extreme conter of gravity losations within which the airplane must be operated at a given weight. Standa¡d Empty llleight is the weight of a stanclard air- plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty llfeight is the standard empty weight plus tlre weight of optional equipment. Useful Load is the difference between ra,mp weight and the basic empty weight. Maximum Romp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi, and runup fuel.) Maximum Tal¡eoff Weight is the maximum weight ap- proved for the start of the takeoff run. 1-8 30 May 1980 CESSNA MODEL 17¿P Maximum Landing Weight Tare SEICTION 1 C}E!NER,AI., Maximum Landing trletght is the maximum weight ap- proved for the landing touchdown. Tare is the weight of chooks, blooks, stands, etc. usedwhen weighing an airplane, and is included in the scale read- ings. Tare is deducted from the sca,le reeding to obtain tho actual (net) airplane weight. 30 May 1980 1-9l(1-10 blank) CESSNA MODEL 172P TABLE OF CONTENTS Introduction Airspeedlimitations . . . Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits Normal Category Utility Category Center Of Gravity Limits Norrnal Ca,tegory Utility Category Maneuver Limits Normal Category UtÍlity Category Flight Load Factor Limits Norrnal Category Utility Category Kinds Of Operation Limits FueI Limitations Other Linitations : Flap Limitations Placards SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS Page 2-3 2-4 2-4 2-6 ?.6 2-6 2-6 2-7 z-7 2-7 z-7 2-7 2-7 2-7 2-8 2-8 2-8 2-S z-g u-10 2-10 2-10 30 May 198O P.-11(2-2 blank) CESSNA MODEL 172P SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, ihstrument markings, and basic placards neoessary for the safe operation of the airplane, its engine, standald systems and standard equipment. The limitations included in this section and in Section g have been approved by the Federal Aviation Administration. Obsenrance of these operating limitations is required by Federal Aviation Regulations. NOTE F,efer to Section I of this Pilot's Operating Handbook for amended operating limitations, operating procedures, performance dqta and other necessary information for airplanes equippod 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 basod 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 õ. Your Cessna is certíficated under FAA Type Certificate No. 3412 as Cessna Model No. 172P. 30 May 1980 ?'-3 SECTION 2 LIMITATIONS CESSNA MODEL 172P AIRSPEED LIMITATIONS Airspeed li¡nitations and tl¡eir operatioual aignifioance are sbown in figure 2-1. Maneuvering speeds shown apply to normal cetegory opeta,- tions. The utility aa,togory m&neuvering speed is 102 KIAS at2lü)pounds. Figure 2-1. Airspeed Limitations AIhSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. SPEED KCAS KtAS REMARKS VNe Never Exceed Speed 152 158 Do not exceed this speed in any operat¡on. Vruo Maximum Structural Cruising Speed 123 127 Do not exceed this speed except in smooth air, and then only with caution. V¡ Maneuvering Speed: 2400 Pounds 20ü) Pounds 16ü) Pounds 97 91 81 99 92 82 Do not make full or abrupt control movements above this speed. Vre Maximum Flap Extended Speed: loo Flaps loo - 3oo Flaps 108 84 110 85 Do not exceed this speed with flaps down. Maximum Window Open Speed 162 158 Do not exceed this speed with windows open. 2-4 30 May 1980 CESSNA MODEL 172P SECTION2 LIMITATIONS MARKING KIAS VALUE OR RANGE SIGNIFICANCE White Arc 33-85 Full Flap Operating Range. Lower limit ie maximum weight Vs^ in landing cnnfiguration. Upper limit is ma¡<imüm speed permissible with flaps extended. Green Arc 44 -127 Normal Operating Range. Lower limit is ma¡<imum weight Vs at most forward G.G. with llaps retracted. Upper limit is ma¡<imum structural cruising speed. Yellow Arc 127 - 15A Operations must be conducted with caution and only in smooth air. Red Line 158 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markinge POWERPLANT LIM ITATIONS Engine Manufacturer: Avco Lycoming. Engine Model Number: O-320-D2J. Maximum Power: 160 BHP rating. Engine Operating Limite for Takeoffand Continuous Operations: Maximum Engine Speed: 2700 RPM. NOTE The static RPM range at full throttle (carburetor heat offand mixture leaned to maximum RPM) is 2300 to 2420 RPM, Maxinum Oil Temperature: 245oF (118"C). Oil Preesure, Minimum: t25 psi. Maximum: 115 psi. Fuel Grade: See Fuel Limitations. Oil Grade (Specifrcation) : MIL-L-6082 Aviation Grade Straight Mineral Oil or MIL-L-22861 Ashless Dispersant Oil. Propeller Manufacturer: McCauley Accesaory Division. Propeller Model Number: lC160/DTM7667. Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches. * 20 pei on airplanes modified by Service Kit SKl?2-81, SKt72-82 or SKL72-123^. I 30 May 1980 Revision2 - l October 1994 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 172P POWERPLANT INSTRUMENT MARKINGS Powerplant inetrument markings and their color code significance are ehown in Figure 2-3. Figure 2-3. Powerplant Instrument Markings WEIGHT LIMITS NORMAL CATEGORY Maximum Ramp Weight: 2407 lbs. MaximumTakeoffWeight: 2400 lbs. Maximum Landing Weighi: 2400lbs. Maximum Weight in Baggage Compartment: Baggage Area 1 (or passenger on child's seat) - Station 82 to 108: 120 lbe. See following note. Baggage Area 2 - Station 108 to 142: 60 lbs. See following note. l+ Zo psi (red line) and 60-90 psi (green arc) on airplanes modified by Sorvice Kit ISKU2-8r, SKI?2-82 or SKr72-1234. 30 MaY 1980 2-6 Revision2- 1October1994 INSTRUMENT RED LINE GREEN ARC REO LINE MINIMUM LIMIT NORMAL OPERATING MAXIMUM LIMIT Tachometer: Sea Level 5000 Feet 10000 Feet Oil Temperature Oil Pressure Fuel Quantity (Standard Tanks) Fuel Quantity (Long Range Tanks) Fuel Quantity (lntegral Tanks) Suction * 2s psi E (1.5 Gal. Unusable Each Tank) E (2.0 GaL Unusable Each Tank) E (3,0 Gal. Unusable Each Tank) 2100 - 24s0 RPM 2100 - 2575 RPM 2100 - 2700 RPM 1000 - 2450F *60 - 90 psi 4.5 - 5.4 in. Hg 27OO RPM 245"F 115 psi CESSNA MODEL 172P SECTION 2 LIMITATIONS NOTE The maximum oombined weight capacity for baggage areas 1 and 2 is 120 lbs. UTIL¡TY CATEGORY Maximum Ramp Weight: P107lbs. Maximum Takeotf Weight: 2100lbs. Maximum Landing tüelght: 2100 lbs. Maximum Weight in Baggage Compartment In the utility catogory' the baggage compartment and rear seat must not be occupied. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Iìange: Forward: 8õ.0 inches aft of datum at 19õ0 lbs. or less, with stralght line variation to 39.õ inches aft of datum at 2400 lbs. Aft: 47.8 lnches aft of datum at all weighte. Reference Datum: Lower portion of front face of firewall. UTILITY CATEGORY Center of Gravit5r Range: Forward: 35.0 inohos aft of datum at tgõO lbs. or less, with straight line variation to 36.õ inches aft of datum at 2100 lbs. Aft: 40.õ inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. MANEUVER LIMITS NORMAL CATEGORY This airplane is oertificated in both the normal and utility category. The normal category is applicable to &ircra,ft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), tazy eights, chandelles, and turns in which the angle of bank is not moro than 60o, Aerobatic ma,neuvers, including spins, are not approved. UTILITY CATEGORY This airplano is not designed for purely aerobatic tlight. However, in the acquisition of various certifiaatos such as commercial pilot and flight 30 May 1980 2-7 insh¡otor, certain maneuvers are requlred by tJre F,AA. AU of tJrese ma,neuvgr8 are pemltted in thls allplane wheu operated in the utirity oategory. In the utility category, the baggage compartment aud rear seat must not be ocoupied- No aerobatic ma,neuvers a,ro epproved except thoge listed þelow: MANEUVEA, RECOMMENDED ENTR,Y SPEED" SECTION 2 LIMITATIONÞ Flight Load Factors *Flaps Up rFlaps Down Clrandelles Lazy Eights . . Steep Turne Spins Stalls (Except \llhtp Stalls) CE88NA MODEL 173P . 10õ knots . 10õ knots : : : : : : : : dr.*ol*T3"*åti . Slow Deoeleration 'Abrupt use of the controle ie prohibited above gg knots. a,ny ma,neuver, and care should always be exercised to avoid excessive speed which in turn can impose exceseive loads. In the execution of all m&neuvers, avoid abrupt use of controls. Intentional spins with flaps extended are prohibited. FLIGHT LOAD FACTOR LIMITS NOBMAL CATEGORY Flight Load Faotors (Maximum Takeoff Weight - 2400lbs.): iFlaps Up . +3.89, -1.õ2g 'Flaps Down . +3.09 *The design load factore are LóOVz of tJre &bove, and in all cases, the structure meets or exceeds design loads. UTILITY CATEGORY Íï"i'TTi 1T":",T"'.'1', . '..'o.o lbe.): +4.49, -L.769, +3,09 tThe desiga load factors are L6OVo of the above, and in all cases, the structure meots or exoeeds design loade. 2-8 80 May 1980 CESSNA MODEL 172P SECTION ¿ LIMITATIONS KINDS OF OPERATION LIMITS ) tn" airplane is equipped for day VFF, and may be equipped for night VFR and/or IFR operations. FAR, Part 91 establishes the minimum required instru¡nentation and eguipment for these operations. The refer- ence to types of ftight operations on the operatlng limÍtations.placard reflects equipment installed at the time of Airworthiness Certificate issuance. Ftight- into known icing conditions is prohibited. FUEL LIMITATIONS 2 Standard Tanks: 21.õ U.S. gallons each. Total Fuet 43 U.S. gallons. Usable Fuel (all fiight conditions): 40 U.S. gallons. Unusable Fuel: 3 U.S. gallons. 2 Long Range lanks: ¿7 U.S. gallons each. Total Fuel: 54 U.S. gallons. Usable Fuel (all fiight conditions): õ0 U.S. gallons. Unusable F'uel: 4 U.S. gallons. 2Integral Tanks: 34 U.S. gallons eaoh. Total Fuel:68 U.S. gallons. Usable Fuel (all fiight conditions): 62 U.S. Eallons. Unusable Fuel: 6 U.S. gallons. NOTE To ensure maximum fuel oapaoity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selectorvalve in either LEFT or RIGHT position. Takeoff and land with the fuol selector valve handle in the BOfH positioú. Maximum slip or skid duration with ono tank dry: 3O secouds. \ryith 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank in level flight. Fuel remaining in the tank after the fuel quantity indicator reads ompty (red line) oannot be safely used in fiight. Approved Fuel Grados (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Fomerfy 100/ 130) Grade Aviation Fuel (Grgen). 30 May 1980 2-g SECTION 2 LIMITATIONS CESSNA MODEL 172P OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 0o to 10o. Approved Landiug Range: 0o to 30o. PLACARDS The following inlormation must be displayed in the form of conrposite or individual placards. 1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) The markings and placards installed in this airplane contein opera,t- 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 airptane in this category or in the Utility Category are oontained 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, except th ose listed in the Pilot's Operating Handbook. Baggage comparüment and rear. seat must not be occupied. Spin Recovery - Opposite rudder - forward elevator - neutralize controls. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY_NIGHT_VFF,_IFR 2-to 80 May 1980 CESSNA MODEL 172P SECTION 2 LIMITATTONS ) 2. On the fuel seloctor valve (standard tanks): BOTH - 40 GAL. ALL FLIGHT ATTITUDES TAKEOFF, LANDING. LEFT. zO GAL. LEVEL FLTGHT ONLY R,IGHT - 2O GAL. LEVEL FLIGHT ONLY OFF On the fuel selecf.or valve (long range tanks): BOTH. sO GAL. ALL FLIGHT ATTITUDES. TAKEOFF, LANDTNG. LEFT - 2õ GAL. LEVEI, FLIGHT ONLY R,IGHT .25 GAL. LEVEL FLIGHT ONLY OFF On the fuel selector valve (integral tanks): BOTH.62 GAI,. AIJL FLIGHT ATTITUDES. TAKEOFF, LANDING. LEFT - 31 GAL. LEVEL FLIGHT ONLY R,IGHT - 31GAL.I,EVEL FLIGHT ONLY OF'F 3. Near fuel tank filler cap (standard tanks): FUEL IOOLL/ 1OO MIN. GRADE AVIATION GASOLINE CAP.21.5 U.S. GAL. Near fuel tank filler cap (long range tanks) FUEL IOOLL/ 1OO MIN. GR,ADE AVTATION GASOLINE CAP.27 U.S. GAL. 30 May 1980 2-LL SECTION 2 LIMI:IATIONS CESSNA MODEI.1TSP Near fuel ta,nk filler cap (integral tanks): FUEL IOOIJL/1OO MIN. GRADE AVIATION GASOT,INE CAP. 34 U.8. GAI,. CAP.24.O U.S. GAL. TO BOTTOM OF F'II,LER COLLAN, 4. Near wing flap switch: AVOID SI,IPS II¡ITH FIJAPS EXTENDED 5. On flap control indicator: 0o to 10o 10o to 30o (Partial flap range with blue color code and 110 K. oallout: aleo, mechanical detent at 10o,) (Indioes at tJrese positione withwhite color aode and 85 kt callout; also, mechanical detent at 10o and 20o.) 6. In baggage compartment: 7, A calibraiion card ie provided to indicate the accuracy of the magnetio compa,ss in 30o increments. 8 On oil filler cap: OIL 7 QTS 120 POUNDS MAXIMUM BAGGAGE AND/OTI AUXILIARY PASSENGEN, FOËWAR,D OF BAGGAGE DOOR LATCH õO POUNDS MAXIMUM BAGGAGE AFT OF'BAGGAGE DOON, LATCH MAXIMUM 120 POUNDS COMBINED FOR ADDITIONAI, LOADING INSTN,UCTIONS SEE ïTTEIGHT AND BALANCE DATA ?.t2 30 May 1980 CEgSNA MODEI,172P SECTION S I,IMITATION€¡ ) 9. On control lock: CONTR,OL LOCK - REMOVE! BEF.ORE STAR,TING ENGINE 10. Near airspeed indicator: MANEIryER SPE:ED . 99 KIAS ) ,) 30 May 1980 2-I3l(?'-t4 blank) SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS CESSNA MODEL 172P ) Pngine Failure Forced Landings Landing Without Elevator Control Fires SECTION 3 EMER,GENCY PROCEDUR,E S Page Introduction Airspeeds For Emergency Òperation OPERATIONAL CHECKI,TSTS Engine Failures Engine Failure During Takeoff Run Engine F ailure Immediately After Takeoff Engine Failure During Ftight 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 FlÍght (Ammeter Indicates Discharge) AMPLIFIED PROCEDURES 3-3 3-3 3-3 3-3 3-4 3-4 3-4 3-4 3-4 3-õ 3-õ 3-5 3-6 3-6 s-7 3-7 3-7 3-7 8-8 3-8 3-8 3-8 3-9 3-11 3-12 3-t2 3-t2 30 May 1980 3-1 SECTION 3 EMERGENCY PR,OCEDURES TABLE OF CONTENTS (Gontinued) Emergency Operation In Clouds (Vacuum Syetem Failure) Executing A 1800 Turn In Clouds Emergency Descent Through Clouds Recovery From A Spiral Dive Inadvertent Flight Into Icing Conditions Static Source Blocked Spins Rough Engine Oporation Or Loss Of Power Carburetor Icing Spark Plug Fouling Magneto Malfunction Low Oil Pressure Electrical Power Suppty Systom Malfunctions Excessive Rate Of Cbarge Insufficient Rate Of Charge CESSNA MODEL 17gP Page 3- 13 3-13 3-13 3-14 3- 14 3-14 3- 15 3-16 3- 16 3- 16 3-16 3-16 3-t7 3-t7 3-17 3-P, B0 May 1980 INTRODUCTION Section 3 provides ohecklist and amplified procedures for copingwith 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 fligbt planning and good judgment when unexpected weather is encountered. However, should au emergenoy arise' the basic guidetines described in this section should be considered and applied a,s necessa,ry to correct the. problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION CESSNA MODEL 172P Engine Failure After Takeoffr Wing Flaps Up ïtling Flaps Down Maneuvering Speed; 2400 Lbs 2000 Lbs 1600 Lbs Maximum Glide Precautionary lranding With Engine Power Landing Without Engine Power: Wing Flaps Up $ring Flaps Down OPERATIONAL CH ECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF ã. Ignition Switch -- OFF. 6. Master Switch -- OFF. SECTION 3 EMER,GENCY PROCEDUR,ES 6õ KIAS 60 KIAS KIAS KIAS KIAS KIAg KIAS KIAS KIAS 6õ 60 99 s2 82 65 60 30 May 1980 3-3 SECTION 3 EMERGENCY PR,OCEDURES CESSNA MODEL 172P ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 6õ KIAS (flaps UP). 60 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED. 6. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT 1. Airspeed -- 6õ KIAS. Z. Carburetor Heat -- ON. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- RICH. 5. Ignition Switch -- BOTH (or START if propelter is stopped). 6. Primer -- IN and LOCKED. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 6õ KIAS (fiaps UP). 60 KIAS (flaps DO\ryN). 2. Mixture -- IDLE CUT-OFF. 3. FueI Selector Valvo -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS RESUIRED (t0" recommended) 6. Master Switch -- OFF. 7. Doors -- UNLATCH PRIOR, TO TOUCHDOWN. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. ïtling Flaps -- 20o 2. Airspeed -- 60 KIÀS. 3. Selected Field -- FLY OVER,, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Avionics Power Switch and Electrical Switches -- OFF. 6, Wing Flaps -- 30o (on final approach). 6. Airspeed -- 60 KIAS. 7. Master Switch -- OFF. 8. Doors -- UNLATCH PnIOn TO TOUCHDOïVN. 3-4 30 May 1980 CESSNA MODEL 172P SECTION 3 EMERGENCY PR,OCEDURES 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Ignition Switch -- OFF. 11. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.õ MHz, giving location and intentions and SQUAWK 7700 if transponder is installed. 2. Heavy ObJects (in baggage area) -- SECURE OR JETTISON. 3. Approach -- High ïtlinds, Heavy Seas -- INTO THE ïIIIND. Light lilinds, Heavy Swolls -- PARALTEL TO SWELLS. 4. Wing Flaps -- 20" - 30o. õ. Power -- ESTABLISH 3OO FT/MIN DESCENÎ AT 55 KIAS. NOTE If no power is available, approach at 65 KIAS with flaps up or at 60 KIAS with 10o flaps. 6. Cabin Doors -- UNLATCH. 7. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT. 8. Face -- CUSHION at touchdown with folded coat. 9. Airplane -- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. 10. Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND 1. Cranking -- CONTINUE, to get astart which would suckthe flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power -- ITOO F,PM for a few minutes. 3, Engine -- SHUTDOWN and inspect for damage. ,) T.f. engine fails to start: 4. Throttle -- FULL OPEN, 5. Mixture -- IDLE CUT-OFF. 30 May 1980 3-5 SECTION 3 EMERGENCY PR,OCEDUR,ES CESSNA MODEL 172P 6. 7, 8. Cranking -- CONTINUE, Fire Extinguisher - - OBTAIN (have ground attendants obtain if not installed). Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- OFF. Fire - - EXTINGUISH using fire extinguisher, wool blanket, or dirt. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight, 9. 10. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. FueI Selector Valve -- OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except overhead vents). 5. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL F¡RE IN FLIGHT 1. Master Switch -- OFF. 2. Avionics Power Switch -- OFF. 3. AII Other Switches (except ignition switch) -- OFF. 4. Vents/Cabin Air/Heat -- CLOSED. 5. Fire Extinguisher -- ACTMTE (if available). After discharging an extinguisher within a closed cabin, ventilato the cabin. If fire appoars out and electrical power is necessary for continuance of flight: 6. Master Switch -- ON. 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. WARNING 3-6 30 May 1980 CESSNA MODEL 172P SECTION 3 EMER,GENCY PF,OCEDURES 11. Vents/Cabin Air/Heat -- OPEN when it is ascertainod that fire is completely extinguished. CABIN FIRE L Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts) 3. Fire Extinguisher -- ACTIVATE (if available). WARNING After discharging an extinguisher within a closed oabin, ventilate the cabin. 4. Land the airplane &s soon as possible to inspect for damage. WING FIRE 1. Navigation Light Switch -- OFF. 2. Pitot Heat Switch (if installed) -- OFF, 3. Strobe Light Switch (if installed) -- 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 Turn pitot heat switch ON (if installed). Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 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. Open the throttle to insrease engine speed and minimize ice build- up on propeller blades. Watch for signs of carburetor air filter ice and apply carburetor 1. 2. 3. 4. 5. 30 May 198O 3-7 SECTION 3 EMERGENCY PR,OCEDURES CESSNA MODEL 17ZP heat as required, An unexplained Ioss in engine speed could be caused by carburetor ice or air intake filter ice. I¡ean the mixture for maximum RP ontinuously. 6. Plan a landing at tremely rañid ice build-up, select a site. 7, ïVith an ice accumulation of 1/4 inch or moro oIr the wingleading odges, bo prepared for signifioantly higher stall speed. 8. Leave wing flaps retracted. .With a severe ioe build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap oxtension could result in a loss of elevator effectiwe- ness. 9. Open left window and, if practical, sorape ice from a portion of the windsbield for visibility in the landing approach, 10. Perform a landing approach using a forward slip, if necessa,ry, for improved visibility. 11. Approaoh at 65 to 7õ KIAS depending upon the emount of ttre accumulation. 12. Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous lnstrument Reading Suspected) 1. Alternate Static Source Valve -- PULL ON. 2. Airspeed -- Consult appropriate calibration tables in Section 5. LAND¡NG WITH A FLAT MAIN TIRE 1. Approach -- NORMAL. 2. Touchdown -- GOOD TIRE FIRST, hold airplane off flattire as long as possible. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Ddflection) 1. Alternator -- OFF. 2. Alternator Circuit Breaker -- PULL. 3. Nonessential Electrical Equipment -- OFF. 4. Flight -- TERMINATE as soon as practical. 3-8 30 May 1980 CESSNA MODEL 172P 7, Alternator -- OFF. 8. Nonessential Radio and Electrical 9. Flight -- TERMINATE as soon as SECTION 3 EMER,GENCY PROCEDURES Equipment practical. -- oFF. LOW.VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter lnd¡cates Discharge) NOTE Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi, Under theee conditions, the lightwill go out at higherRPM. Themastor switchneednot be rocycled since an over-voltage condition has not occurred to de-activate the alterna,tor system. 1. Avionics Power Switch -- OFF.. 2. Alternator Circuit Breaker -- CHECK IN. 3, Master Switch -- OFF (both sides). 4. Master Switch -- ON. ã. Low-Voltage Light -- CHECK OFF. 6. Avionics Power Switch -- ON. If tow-votiäge light illuminates again: 30 May 1980 3-9/(3-10 blank) AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, tho most important thing to do is stop the airplane on the remaining runway. Thoso 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 rosponse to an engine failure after takeoff. In most cases, the landing shoutd be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180" gliding turn necessary to return to the runwa,y. The checklist procedures assume that adequate 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 gliding toward a 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, CESSNA MODEL 172P 12,000 10,000 8000 6000 4000 2000 SECTION 3 EMER,GENCY PROCEDURES ......,lii o.,',tt:':':'t...,lF i1' */ lI ..,# ."."t::!:i '.fl * SPEED ó5 KIAS * PROPETTER WIND'NIttING * FTAPS UP * ZERO II/IND $ ii;l*' 46810121416 GROUND DISTANCE - NAUTICAL MILES 18 20 t-ttI z aÉ. fE l¡J F t¡¡ oaf¡ þI (9 ul - 0 o2 30 May 1980 Figure 3-1. Maximum Gtide 3-1 1 SECTION 3 EMERGENCY PR,OCEDURES CESSNA MODEL 172P FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Before attempting an "off airport" landing with engine power availa,- ble, one should fly over tho landing area at a safe but tow altitude to inspect the terrain for obstructions and surface conditions, proceeding as dis- cussed under the Precautiona,ry Landing With Engine Power checklist. Preparo 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 messa,ge 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, wa,ter surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight (with an airspeed of approximately 6õ KIAS and flaps set to 20o) by using throttle and elevator trim controls. Then do not change the elevator trim control 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 ma¡i 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. FIR ES Although engine fires are extremely rare in flight, the steps of the aporopriate checklist should be followed if one is encountered. After cor,rpletion of this procedure, execute a forced landing. Do not attempt to resttrt the engine. T.Ie 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-L2 3O May 1980 CESSNA MODEL 172P SECTION 3 EMER,GENCY PROCEDUR,ES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a va,cuum system failure during fligbt, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions &ssume that only the electrically-powered turn coordinator is operativo, and that the pilot is not completely proficient in instrument flying. EXECUTING A 180'TURN ¡N 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. \f,then the sweep second hand indiaates 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 miniature airplane. 4. Check a,ccuracy of the turn by observing the compass heading whioh 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 applioation of elevator control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with ruddèr. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180" turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make rninor corrections to hold an approximate course. Before desconding into the clouds, set up a stabilized let-down condition as follows: 30 May 1980 3-13 SECTION 3 EMERGENCY PROCEDUR,ES CESSNA MODEL 172P 1. Apply full rich mixture. 2. Use full carburètor heat. 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 compa,ss 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. Close the throttle. 2. Stop the turn by using coordinatod aileron and rudder control to align the symbolic eirplane in the turn coordinator with the horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the airspeed to 8O KIAS. 4. Adjust the elevator trim control to maintain an 80 KIAS glide. õ. 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 hea,t. 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 encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. 3-t4 3O May 1980 CESSNA MODEIJ 172P SECTION 3 EMER,GENCY PROCEDURES NOTE In an emergency on ai4llanes not equipped with an alternate static source, cabin pressure can be supplied to the etatic pressure instruments by breaking the glass in the face of the vertioal speed iudioator. With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the alternate static source airspeed cal.ibration table in Section 5, appropriate to vent/wÍndow(s) configura- tion, causing the airplane to be flown at the normal operating speeds. Maximum airspeed and altifneter variation from normal is 4 knots and 30 feet over the normal operating renge with the window(s) closed. lVith window(s) open, larger variations occur near stall speed. flowever, maximum altimeter variation remains within 50 feet of normal, SPINS Should an inadvertent spin occur, the following recovery procedure should be used: 1. RETAR,D THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3, APPLY A'ND HOLD FULL R,UDDER OPPOSITE TO THE DIREC- TION OF N,OTATION. 4, JUST AI.TER THE IIUDDER REACHES THE STOP, MOVE THE CONTR,OIJ WHEEL BN,ISKLY FORWAR,D FAR, ENOUGH TO BREAI{ THE STALL. FuIl down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5. HOI,D THESE CONTROL INPUTS UNTIL R,OTATION STOPS. Premature relaxation of the control inputs may extend the recov- ery. 6. AS R,OTATION STOPS, NEUTR,ALIZE R,UDDER, AND MAKE A SMOOTH RECOVERY FR,OM THE RESULTING DIVE. NOTE If disorientation precludes a visual determinatÍon of the direction of rotation, the symbolic airplane in the turn coordinator mey 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). 30 May 198O 3- 15 SECTION 3 EMER,GENCY PR,OCEDUR,ES CESSNA MODEL 172P ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual Ioss of RPM and eventual engine roughness may result from the forrnation of carburetor ice. To clear the ice, apply full throttte and pull the oarburetor heat knob full out until the engine runs smoothl$ then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor hoat in cruise flight, use tbe minimum amount of heat rrecessary to prevent ice from forming and lean the mixture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be ca,used by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to eithor 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, Iean the mixture to the recommended lean setting for cruising flight, If the problem does not cloar up in several minutes, determine if a richor 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 L or R ignition switch position will identify which ma,gneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not, switch to the good magneto 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 gage is not necessarily ca,use for an immediate precau- tionary landing bec&use a,n orifice in this line wiII 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, ttrere is good reason to suspect an engine failure is imminent. Reduce 3-16 30 May 1980 engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the eleotrical power supply system ca,n be detected by periodic monitoring of the a,mmeter end low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most tikely the cause of alternator failures, atthough other factors could ca,use the problem. A defective alternator control unit can also cause malfunctions. Probtems of this nature oonstitute an electrical emergency and should be dealt with : EXCESSIVE RATE OF CHARGE After engine sta,rting and heavy electrical usage at low erigine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal chargin after thirty minutes of cruisi less than two ncedle widths o to remain above this value on evapora,te the electrolyte at an excessive rate. INSUFFICIENT RATE OF CHARGE CESSNA MODEL 172P SECTION 8 EMER,GENCY PROCEDUR,ES NOTE Ilt and ammeter dis- ch w RpM conditions wi ch as during a low 30 May 1980 8-L7 SECTION 3 EMER,GENCY PN,OCEDURES CESSNA MODEL 172P RPM taxi. Under these conditions, the light will go out a,t higher RPM. The ma,ster Êwitch need not bo recycled since arr over-voltage condition has not occurred to de-activate the alternator system. If the over-voltage sensor should sbut down tbe alternator, or if the alternator output is low, a discharge rate will be shown on the ammeter followed by illumination of the low-voltage waming ligbt. Sinco this may be a "nuisance" trip-out, a¡r attempt should bo made to reactivate the alternator system. 1o do this, tu¡n the avionios power switoh off, oheok that tho alternator oir<¡uit breaker is ln, tben turn both sides of the master switch off and then on again. If the problem no longer exists, no¡rnal alternator charging will resume and the low-voltage lightwill go off. The avionios power switch may then be turned back on. If the light illuminates again, a malfunction is oonfirrned. In this event, the flight should be terrninated and/or the current drain on the battery minimized because the battory can supply the electrical system for only a lirnited period of time. Battery por¡uer must be congerved for later operation of the wing flaps a,nd, if the emergency occurs at night, for possible use of the landing lights during landing. 3-18 30 May 1980 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS CESSNA MODEL 172P Introduction Speeds For Normal Operation SECTION 4 NOA,MAL PROCEDURES Page 4-3 4-3 Preflight Inspection Cabin Empennage Right Wing, Traiting Edge Right Wing Nose Left Wing Left Wing, Leading Edge Left ïViñg, Trailing Edge Before Starting Engine Starting Engine Beforeiaxeõtt . . . : : Takeoff Normal Takeoff Short Field Takeoff Enroute Climb Cruise Descent Before Landing Landing Normal Landing Short Field Landing Balked Landing After Landing Securing Airplane CHECKLIST PROCEDURES . 4-õ . 4-5 . 4-6 . 4-5 . 4-5 . 4-6 . 4-6 . 4-6 . 4-6 , 4-7 . 4-7 . 4-7 . 4-8 . 4-8 , 4-8 . 4-8 . 4-9 . 4-9 . 4-9 . 4-9 . 4-9 . 4-9 4-10 4-to 4-to 4-tr 4-tI Starting Engine Taxiing 30 May 1980 AMPLIFIED PROCEDURES 4-l SECTION 4 NORMAL PN,OCEDURES TABLE OF CONTENTS (Continuedl Before lakeoff Warm-Up Magneto Check Alternator Check Takeoft Power Check lltling Flap Settings Crosswind Takeoff Enroute Climb Cruise CESSNA MODEL 172P Page Leaninp¡ With A Cessna Economy Mixture Indicator (EGT). 4-L3 4-LS 4-13 4-t3 4-13 4-L3 4-L4 4-15 4-1õ 4.Lá 4-17 4-t7 4-L7 4-t9 4-19 4-ZO 4-20 4-20 4-21 4-2L 4-25 4-23 4-29 Stalls Spins Landing Normal Landing Short Field Landing Crosswind Landing Balked Landing Cold \ÃIeather Operation Starting Flight Operations Hot Weather Operation Noise Characteristics 4-2 30 May 1980 CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES 70-80 KIAS . ã6 KIAS 75-85 KIAS 70-80 KIAS . 76 KIAS . 71KIAS . 60 KIAS . 65 KIAS 6ã-75 KIAS 60-70 KIAS 61KIAS 5õ KIAS 99 KIAS 92 KIAS 82 KIAS 1õ KNOTS INTRODUCTION Section 4 provides checklist and 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 otherlvise 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 perforrnance speoified in Section 5 for takeoff distanoe, the speed appropriate to the particular weight must be used. Takeoff, Flaps Up: Normal Climb Out Short Field Takeoff, Flaps 10o, Speed at 50 Feet Enroute Climb, Flaps Up: Normal, Sea Level Normal, 10,000 Feet Best Rate of Climb, Sea Level Best Rate of Climb, 10,000 Feet Best Angle of Climb, Sea Level Best Angle of Climb, 10,000 Feet Landing Approach: Normal Approach, Flaps Up Normal Approach, Flaps 30o Short Field Approach, Flaps 80o Bå,Iked Landing: Maximum Power, Flaps 20b Maxi¡num Recommended Turbulent Air Penotration Speed: 2400 Lbs 2000 Lbs 1600 Lbs Maximum Demonstrated Crosswind Velocity: Takeoff or Landing 30 May 1980 4-3 SECTION 4 NON,MAL PR,OCEDUR,ES NOTE Visually check airplane for genoral condition during wa,lk-a,round inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control gurfaces contain no internal aocumulations 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 lights, and make sure & flashlight is available. CESSNA' MODEL 172P 4-4 Figure 4-1. Preflight Inspection 30 May 1980 CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION CABIN 1. Pilot's Operating Handbook -- AVAILABLE IN THE AIFPLANE. 2. Control Wheel Lock -- REMOVE. 3. Ignition Switch -- OFF. 4. Avionics Power Switch -- OFF. 5. Master Switch -- ON. When turning on the master switch, using an external power source, or pulling the propelter through by hand, 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, oomponent maÌfunction could cause the propeller to rotate. 6. Fuel Quantity Indicators -- CHECK QUANTITY. 7. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION. 8. Master Switch -- OFF, L Static Pressure Alternate Souroe Valve (if installed) -- OFF' 10. Baggage Door -- CHECK, lock with key if child's seat is to be occupied. EMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. TaiI Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security BIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security RIGHT WING 1. Wing Tie-Down -- DISCONNECT. 2. Main Wheel Tire -- CHECK for proper inflation. 3. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- WARNING 30 May 1980 4-6 SECTION 4 NOR,MAL PROCEDUR,ES CESSNA MODEL 172P drain valve to check for water, sedirnent, and proper fuel grade. 4. Fuel Quantity -- CHECK VISUALLY for desirãd lãvel 5. Fuel Filler Cap -- SECURE. NOSE 1. Engine Oil Level -- CHECK, do not operate witb less than five quarts, Fill to seven quarts for extendod ftight. 2. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel stra,iner of possible water and se{iment. Check strainer drain closed. If water is observed, the fuel system may contain additional wa,ter, and further draining of the system at the strainer, fuel tank sumps, and fuel selector valve drain plug wilt be necessa,ry. 3. Propeller and Spinner -- CHECK for nicks and security. 4. Landing Light(s) -" CHECK for aonditioû and cleanliness. 5. Carburetor Air Filter -- CHECK for restrictions by dust or other foreign matter. 6. Nose Wheel Strut and Tire -- CHECK for proper inflation. 7. Nose Tie-Down -- DISCONNECT. 8. Static Source Opening (left side of fusetage) -- CHECK for stop- page. LEFT WING L. Main ïVheel Tire -- CHECK for proper inflation. 2. Before first flight of the day and after each refueling, use sempler cup and drain small quantity of fuel from fuel tank sump quick- drain valve to check for water, sediment a,rid proper fuel grade. 3. Fuel Quantity -- CHECK VISUAILY for desired level. 4. Fuel Filler Cap -- SECUIìE. LEFT WING Leading Edge 1. Pitot Tube Cover -- F,EMOVE and check opening for stoppage. 2. Fuel Tank Vent Openirig -- CHECK for stoppage. 3. Stall Warning Opening -- CHECK for stoppage. To check the system, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn wiII confirm system operation. 4. Wing Tie-Down -- DISCONNECT. LEFT WING Trailing Edge 1. Aileron -- CHECK for freedom of movement and security 4-6 3O May 1980 CESSNA MODEL 172P SECTION 4 NOR,MAL PROCEDURES BEFORE STARTING ENGINE 1. Prefligbt Inspection -- COMPLETE. 2. Seats, Seat Belts, Shoulder Harnesses -- ADJUST and LOCK. 3. Fuel Selector Valve -- BOTH. 4. Avionics Power Switch, Autopitot (if instalted), Electrical Equip- ment -- OFF. CAUTION The avionics power switcb must be OFF during engine start to prevent possible damage to avionics. 5. Brakes -- TEST and SET. 6. Circuit Breakers -- CHECK IN. STARTING ENGINE 1. Mixture -- F,ICH. 2. Carburetor Heat -- COLD. 3. Master Switch -- ON. 4. Prime -- AS FEOUIRED (2 to 6 strokes; none if engine is warm). 5. Throttle -- OPEN UB INCH. 6. Propeller Area -- CLEAR. 7. Ignition Switch -- START (release when engine starts). 8. Oil Pressure -- CHECK. L Flashing Beacon and Navigation Lights -- ON as required. 10. Avionics Power Switch -- ON. 11. Radios -- ON. BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Cabin Doors and Vtlindow(s) -- CLOSED and LOCKED. 3. Flight Controls -- FREE and CORRECT. 4. Flight Instruments -- SET. 5. Fuel Selector Valve -- BOTH. 6. Mixture -- RICH (below 3000 feet). 7. Elevator Trim and Rudder Trim (if installed) -- TAKEOFF. 8. Throttle -- 1700 RPM. 4,. Magnetos -- CHECK (R,PM drop should not exceed 125 RPM on either magneto or 50 F,PM differential between magnetos). b. Carburetor Heat -- CHECK (for RPM drop). c. Engine Instru¡nents and Ammeter -- CHECK. d. Suction Gage -- CHECK. 30 May 1980 4-7 SECTION 4 NON,MAL PN,OCEDUH,ES CESSNA MODEL 172P 9. Throttle -- 1000 RPM or LEgg. 10. Radios -- SET. 11. Autopllot (lf inetalled) -- OFF. L?,. Ai¡ ConditioD€r (if installed) -- OFF 13. Strobe Lights -- AS DESIRED. L4. Throttle E riction Lock -- ADJUST, 15. Brakes -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. \iling Flaps -- 0o - 10o. 2. Carburetor Heat -- COLD. 3. Throttle -- FULL OPEN. 4. Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS). 5. Climb Speed -- 70-80 KIAS. SHORT FIELD TAKEOFF 1. Wing Flaps -- 10o 2. Carburetor f¡eat -- COLD. 3. Brakes -- APPLY. 4. Throttle -- FULL OPEN. 5. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM), 6. Brakes -- A,ELEASE. 7. Elevator Coritrol -- SLIGHTLY TAIL LOW. L Climb Speed -- õ6 KIAS (until all obstacles are cleared). ENROUTE CLIMB 1. Airspeed -- 70-85 KIAS. NOTE If a maximum performance climb is necessary, use speeds shown in the Rate Of Climþ chart in Seotion 5. 2. Throttle -- FULL OPEN. 3. Mixture -- RICH (above3000feet,LEANtoobtainmaximumRPM) 4-8 3O May 1980 CESSNA MODEL 172P SECTION 4 NOR,MAL PROCEDUR,ES CRUISE 1. Power -- 2100-2?00 RPM (no more than 76Vo ie recommended) Z. Elevator and Ruddor Trim (if installed) -- ADJUST. 8. Mixturo -- LEAN. DESCENT 1. FueI Selector Vahre -- BOTH. 2. Mixture -- ADJUST for smooth operation (full rich for idle power)' 3. Power -- AS DESIRED. 4. Carburetor Heat -- FULL EIEAT AS REQUIRED (to prevent carburetor icing). BEFORE LANDING 1. Seats, Seat Belts, Shoulder ÉIarnesses -- SECURE. 2. Fuel Selector Valve -- BOTH. 3. Mixture -- RICH. 4. Caiburetor Hoat -- ON (appfy fult heat before reducing power)' 5. Autopilot (if installed) -- OF.F. 6. Air Conditioner (if installed) -- OFF.' LANDING NORMAL LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0"-10o bolow 110 KIAS, 10o-30o below 85 KrAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Touchdown -- MAIN WHEELS FIF,ST. 5. Landing Roll -- LOïVER, NOSE WHEEL GENTLY. 6. BrakÍng -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 65-7õ KIAS (flaps UP). 2. Wing Flaps -- FULL DOWN (30'). 3. Airspeed -- 61KIAS (until flare). 4. Power -- REDUCE to idle after clearing obstacle. 5. Touchdown -- MAIN WHEELS FIRST. 6. Brakes -- APPLY HEAVILY. 7. Wing Flaps -- RETRACT. 3O May 1980 4-9 SECTION 4 NOF,MAL PROCEDURES CESSNA MODEL T72P BALKED LANDING 1. Throttle -- FULL OPEN. 2. Carburetor Heat -- COLD. 3. Wing Flaps -- 2Oo (immediately). 4. Climb Speed -- õõ KIAS. 5. Wing Flaps -- 1Oo (until obstacles are cleared). RETRACT (after reaohing a safe altitude and 60 KrAS). AFTER LANDING 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD. SECURING AIRPLANE 1. Parking Brake -- SET. 2. Avionics Power Switch, Electrical Equipment, Autopilot (if installed) -- OFF. 8. Mixture -- IDLE CUT-OFF (pulled full out). 4. Ignition Switcb. -- OF.F. 5. Mastor Switoh -- OFF. 6. Control Lock -- INSTALL. 4-10 30 May 1980 CESSNA MODEL 1?2P SECTION 4 NOR,MAL PR,OCEDURES STARTING ENGINE AMPLIFIED PROCEDURES weak intermittent firing followed by puffs of btack smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the oombustion chambers by the following procedure: set the mixture control full lean and the throttle full operu then crank the engine through several revolutions with the starter. Repeat the starting proce- dure without any additional priming. If the engine is ug in engine) it will not fire im soon as the cylinders th 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 detaits concerning cold weather starting and operation may be found under COLD WEATHER, OPERA- TION paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that aII controls be utilized (see Taxiing Diagram, figure 4- 2) to maintain directional control and balance. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary. When the knob is pulled out to the heat position, air entering the engine is not filtered. 30 May 1980 4-rt SECTION 4 NOF,MAL PR,OCEDURES CODE WIND DIRECTION ) CESSNA MODEL 172P NOTE Strong quartering tail wlnda require cautlon. Avoid sudden bursts of the throttle and sharp bralring when the airplane ls ln thls attitude. Use the steerable nose wheel a¡rd rudder to malntaln directlon. USE UP ÀTLERON ON RH WING AND NEUTRAL ELEVATOR USE UP NLERON ON LIT WING AND NEUTRAL ELEVATOR USE IþWN AILERON ON RH WING AND DOWN ELEVATOR USE DOTI'N AILERON ON LII II'ING AND DO\['N ELEVATOR 4-12 Figure 4-2. Taxiing Diagram 3O May 1980 CqSSNA MODEL 172P SECTION 4 NORMAL PR,OCEDURES Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKEOFF WARM-UP If the engine accelerate Since the engine is closelY precautions should be taken operation on the ground. A spark plugs. MAGNETO CHECK exceed 125 RPM on either m 50 IIPM differen- tial between magnetos. If t operation of the ignition system, RPM check I usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and alternator control unit operation is essential (such as night or instrument flights). a positive verification can be made by loading ttre electrical system momentarily (3 to 5 seconds) with the landing light or by operating the wing flaps during the engine runup (1700 RPM). The ammeter will remain within a needle width of its initial reading if the alternator and alternator control unit are operating properly. TAKEOFF POWER CHECK It is imporüant to check full-throttle engine operation early in the 30 May 1980 4-t3 SECTION 4 NORMAL PR,OCEDUF,ES CESSNA MODEL 17ZP maximum RPM. NOTE Carburetor heat should not be used during takeoff unless it is absolutely necessary for obtaining smobth engine accel- eration. Full-throttle runups over loose gravel are especiatly harmful to propeller tips. When takeoffs must be made over a gra,vel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high F,PM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propelterbtades, they should be immediately corrected as described in Section 8 under Propeller Care. Prior to takeoff from fiolds a,bove 3000 feet elevation, the mixture should be leaned to give maximum F,PM in a full-throttle, static runup. After fuII throttle is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal takeoffs a,re accomplished with wing flaps 0o - 10o, Using l0o wing flaps reduces the ground roll and total distance over an obstacle by approximately 10 percent. Flap deflections greater than 10o are not approved for takeoff. If 10o 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, 10o wing flaps and an obsteclo clearance speed of 56 KIAS should be used. Soft or rough field takeoffs are performed with 10o flaps by Iifting the airplane offthe ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a higher climb speed. When departing a soft field with an aft C.G. loading, the elevator trim should be adjusted towards the nose down direction to give comfortable control wheel forces duringthe initial climb. 4-14 30 May 1980 CESSNA MODEL 172P SECTION 4 NORMAL PR,OCEDUR,ES CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally 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 back to the 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, visibÍlity and engine cooling. The mixture should be full rich below 3000 feet and may be leaned above 8000 feet for smoother operation or to obtain maximum F,PM. 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-climb speed should be of short duration to improve engine cooling. CRUISE Normal cruising is performed botween6SVo and,7õVo power. The engine RPM and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at a minimum of.7ó7o power until a total of 25 hours has accumulated or oil consumption has stabilized. Operation at this higher power will ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders. 30 May 1980 4-15 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P The Cruise Performance Table, figure 4-3, illustrates the ttuo a,irspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be uÊed as a guide, along with the available winds aloft information, to determine tho most favorable altitude and power setting for a given trip. The selection of cruise altitude on tho basis of the most favorable wind conditions and the use of low power settings are significa,nt fa,ators that should be considered on every trip to reduce fuel consumption. To achieve the recommended lean mixture fuel consumption figures shown in Soction 5, the mixture should be leaned until engine RPM peaks and then leaned furthor until it drops 2õ-õ0 RPM. At lower powers it may be necessa,ry to enrichen the mixture slightly to obtain smooth operation. Should it be necessary to cruise at higher thanTíVo power, the mixture should not be leaned more than is required to provide peak RPM. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the original RPIIf (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from formÍng. 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 tleavy rain to avoid the possibility of engine stoppage due to excessive water ingestion or carburetor ice. The mixture setting should be readjusted for smoothest operation. Power changes should be made cautiously, followed by prompt adjustment of the mixture for smoothest operation. 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG Sea Level 4000 Feet 8000 Feet 112 116 120 13.3 't 3.8 14.2 105 108 111 14.4 14.8 15.2 96 98 100 15.4 15.7 16.0 Standard Conditions Zero Wind 4-t6 Figure 4-3. Cruise Performance Table 30 May 1980 CESSNA MODEL 172P SECTION 4 NORMAL PR,OCEDURES ) MIXTURE DESCRIPTION EXHAUST GAS TEMPERATURE RECOMMENDED LEAN (Pilot's Operating Handbook and Power Computerl o 50 F Rich of Peak EGT BEST ECONOMY Peak EGT Figure 4-4. EGT Table LEANING WITH A CESSNA ECONOMY MIXTURE ¡NDICATOR (EGr) Exhaust gas temperature (EGT) as shown on the optional Cessnit Economy Mixture Indicator ma,y be used a,s an aid for mixture leaning in cruising flight at 76Vo power or less. To adjust the mixture, using this indicator, lean to estabJish the peak EGT as a reference point and 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 fuel economy. This results in approximately 4qo grea,tet range than shown in this handbook accompanied by approximately a 3 knot decrease in speed. Under some conditions, engine roughness may occur while operating at peak EGT. In ühis c&se, operate at the Recommended Lean mixture. Any change in altitude or throttle position will require a recheck of EGT indication. STALLS The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Power-off stall speeds at rnaxinrum weight for both forward and aft C.G. positions a,re presented in Section 5. SPINS Intentional spins are approved in this airplane within certain restrict- 3O May 1980 4-t7 SECTION 4 NOR,MAL PROCEDUN,ES CESSNA MODEL 17¿P The cabin should be clean and all loose equipment (including the microphone and rear seat belts) should be stowéd or secured. For a solo flight in which spins will bo conduated, 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. Elowever, 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 l- turn spin and recove¡y, white 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 would be 6000 feet above ground leveÌ. In ed loadings. Spins with baggage loadings or occupied rear seat(s) are not approved. The normal entry is made from a power-off stall. rA.s the stall is approached, the elevator control should be smoothly pulled to the full aft position. Just prior to reaching the statl "break", rudder control in the desired direction of the spin rotation should be applied so thatfuil rudder deflection is reached almost simultaneousty with reaching full aft eleva- tor. A slightly greater rate of deceleration than for normal stall entries, application of ailerons in the direction ofthe desired spin, and the use of power at the entry will assure more consistent and positive entries to the spin. As the airplane begins to spin, reduce the power to idle aud return the ailerons to neutral. Both elevator and rudder controls should be held fuII 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 spiral. Fo¡ the purpose of training in spins and spin recoveries, a 1 or P turn spin is adequate and should be used. Up to 2 turns, the spin will progress to a fairly rapid rate of rotation and a steep attitude. Application of recovery controls will produce prompt recoveries (within 1/4 turn). During ex- 4-18 30 May 1980 CESSNA MODEL 172P SECTION 4 NOR,MAL PR,OCEDUR,ES tended spins of two to three turns or more, the spin will tend to change into a spiral, particularly to the right. This will be accompanied by an incroase in airspeed and gravity loads on the airplane. If this oocurs, 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 following recovery technique should be used: 1. VER,IFY THAT TFIROTTLE IS IN IDLE POSITION AND AILER. ONS ARE NEUTF,AL. 2. APPLY AND HOLDFULL R,UDDER, OPPOSITE TO THE DIREC- TION OF ROTAÎION 3. JUST AFTER THE RUDDER R,EACHES THE STOP, MOVE THE CONTROL WHEEL BR,ISKLY FORWAR,D FAH, ENOUGH TO BREAK THE STALL. 4. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. 5. AS ROTATION STOPS, NEUTN,ALIZE R,UDDER, AND MAKE A SMOOTH RECOVER,Y 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. Variations in basic airplane rigging or in weight and balance due to installed eguipment or right seat occupancy can cause differences in behavior, particularly in extended spins. These differences are normal and will result in variations in the spin characteristics and in the spiraling tendencies for spins of more thanÞ turns. However, the recovery technique should always be used and will result in the most expeditious recovery from any spin. Intentional spins with flaps extended are prohibited, since the high speeds which may occur during recovery are potentially damaging to the flap/wing structure. LANDING NORMAL LANDING Normal landing approaches can be made with power-on or power.off with any flap setting desired. surface winds and airturbulence are usually the primary factors in determining the most comfortable approach speeds. 30 May 1980 4-19 SECTION 4 NOR,MAL PROCEDURES The maximum allowable crosswind capability as well as aircraft limitations. 1õ knots has beon demonstrated. CESSNA MODEL 17SP velocity is dependent upon pilot Operation in dÍrect crosswinds of steep slips should be avoided witb flap settings greater then pOo due to a slight tendency for the elevato¡ to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity toadings. NOTE Carburetor heat should be applied prior to any significant reduction or closing of the throtile. Actual touchdown should be made wíth power-off and on the main for braking tly after the This proce- SHORT FIËLD LANDING F or a short 61 KIAS with (Slightly high conditions.) After all approach obstacles are oleared, progressivel.y reduce power and maintain the approaoh speed by lowering the nose of the airplane. Touchdown should be made with power off and on the main wheels first. Immediately aftertouchdown, Iowerthe nose wheel and apply heavy braking as required. For maximum bra,ke effectivenees, retract the flaps, hold the control wheel full back, and apply maximum brake pressure without sliding tho tires. CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. If flap settings greater than pOo are used in sidesl,ips with full rudder deflection, some elevator oscillation may be felt at normal approach speads. However, this does not affect control of the airplane. Although the crab or combination method of drift correction may be used, the wing-Iow method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if nocessa,ry. BALKED LANDING In a balked landing (go-around) climb, reduce the ftap setting to Z0o immediately after fuII power is applied. If obstacles must be cleared during 4-20 30 May 1980 CESSNA MODEL 172P SECTION 4 NOR,MAL PN,OCEDUR,ES the go-around climb, reduce the wing flap setting to 10o and maintain a safe airspeed until the obstacles are cleared. Above 3000 feet, lean the mixture to obtain maximum RPM. After clearing any obstacles, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb speed. COLD WEATHER OPERATION STARTING Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on, A loose or broken ground wire on either magneto could cause the engine to fire. When air temperatures are below 20oF (-6oC), the use of an externa,l preheater and an external power source are recommended wheneve¡ possible to obtain positive starting and to ¡educe wear and abuse to the engine and electrical system. Pre-heat will thaw the oil trapped in the oil cooler. which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section 9, Supplements, for Ground Service Plug Receptacle oporating details. Cold weather starting procedures are as follows: lVith Preheat: 1. With ignition switch OFF and throttle closed, prime the engine four to eight strokes as ttre propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. 2. Propeller Area -- CIJEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 30 May 1980 4-2L SECTION 4 NORMAL PR,OCEDUR,ES CESSNA MODEL 172P 1 ã. Mixture -- FULL RICH. 6. Throttle -- OPEN US INCH. 7. Ignition Switch -- START. 8. F,elease ignition switch to BOTH when engite starts. L Oil Pressure -- CHECK. Without Preheat¡ Prime the engine six to ten strokes wbile the propeller is being turned by hand with the throttle closed. Leave the primer charged and ready for a stroke. Propeller Area -- CLEAR. Avionics Power Switch -- OFF. Master Switch -- ON. Mixture -- FULL RICH, Iguition Switch -- STAFT. Pump throttle rapidly to full open twice. Return to 1/8 inch open position. F,elease ignition switch to BOTH when engine starts. Continue to prime engine until it is running smoothty, or alter- nately, pump throttle rapidly over first f-l4 ot total travel. Oil Pressure -- CHECK. Pull carburetor heat knob full on after engine tras started. Leave on until engine is running smoothty. Primer -- LOCK. 2. 3. 4. Ð. 6. 7. L o 10. 11. L2. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used bofore another start is attempted. CAUTION Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without preheat. During cold weather operations no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 nPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for takeoff. 4-22 30 May 1980 FLIGHT OPERATIONS Takeoff is made normally with carburetor heat off. Avoid excessive leaning in cruise. Carburetor heat may be used to overcome a,ny occa,sional engine roughness due to ice. \ühen operating in temperatures below -18oC, avoid using partial carburetor heat. Partial heat may increase the carburetor air temperature to the O" to 21oC range, where icing is critical under certain atmospheric conditions. HOT WEATHER OPERATION R,efer to the general warrn temperature starting information under Starting Elngine in this section. Avoid prolonged engine operation on the ground. I ruorse cHARAcrERtsncs Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise ou the public. We, as pilots, can demonstrate our concern for.environmental im- provement, by application of the following suggested procedures, and thereby tend to build public support for aviation: 1,. Pilots operating aircraft under VFF, over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive a,rea,s should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consisterrt with the provisions of government regulations. 2, During departure from or approach to an airport, climb after takeoff and descent for landing shoutd be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE CESSNA MODEL 172P SECTION 4 NON,MAL PR,OCEDUR,ES The above recommended procedures do not apply where they would conflict with Air Tra,ffic Control clearances or instructions, or where, in the pilot's judgment, an altitude 30 May 1980 4-23 SECÎION 4 NOR,MAL PR,OCEDURES CESSNA MODEL 172P of less than 2000 feet is necessa,ry for him to adequately exercise his ùlty to see and avoid other aircraft. The certificated noise level for the Model L72P ut 2400 pounds ma,xi- mum weight is 73.8 dB(A). No determination has been made by the Federal AviationAdministrationthatthe noisolevels of tbis airplane a,re or should be acceptable or unacceptable for operation at, into, orãut of, any airport. 4-24 30 May 1980 CESSNA MODEL 172P SECTION 5 PERFOF,MANCE Page SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction Use of Perforrnance Charts Sample Problem Takeoff Cruise FueI Required . Landing Demonstrated Operating lemperature Figure õ-1, Airspeed Calibration - Normal Static Source Airspeed Calibration - Alternate Static Source Figure 5-2, Tomperature Conversion Chart Figure 5-3, Stall Speeds Figure 5-4, Takooff Distance - 2400 Lbs Takeoff Distance - 22OO Lbs and 2000 Lbs Figure 5-õ, Maximum Rate Of Climb Figure 5-6, Time, Fuel, And Distance To Ctimb Figure õ-7, Cruise Performance . Figure 5-8, Range Profile - 40 Gallons Fuel Range Profile - õ0 GaIIons Fuel Range Profile - Q2 Gallons Fuel Figure 5-9, Enduranoo Profile - 40 Gallons FueI Endurance Profile - ã0 Gallons Fuet Endurance Profile - 62 GaIIons FueI Figure 5-10, Landing Distance . ã-3 . 5-3 . 5-3 . ó-4 . 5-5 . õ-õ . 6-7 . 6-7 , ã-8 . ã-9 5-10 5-1 1 6-12 5-13 5-14 5-1õ 5-16 6-L7 õ-18 5-19 5-20 6-21 5-22 ã-23 30 May 1980 5-L/(6-2 blank) CESSNA MODEL 172P AIRPLANE CONFIGUN,ATION Takeoff weight Usable fuel TAKEOFF. CONDITIONS Field pressure altitude Temperature Wind component along runwa,y Field length SECTION õ PER,FOR,MANCE 2350 Pounds 40 Gallons 1õ00 Feet 28"C (16'C above standard) 12 Knot Headwind 3500 Feet INTRODUCTION Performanoe data charts on the following pa,ges are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performa,nce information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified power setting. Fuel flow data for cruise is based on the recommended lean mixture selting. Some indeterminate variables such as mixture leaning techniquo, fuel metering characteristics, engine end propeller condition, and air turbulence ma,y a,ccount for variations of 107o or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus- trate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample ftight probtem utilizes information from the various charts to determine the predicted performa,nce da,ta for a typical ftight. The following information is known: 30 May 1980 5-3 SECÎION õ PERFOR,MANCE CRUISE CONDITIONS Total distance Pressure altitude Temporature Expected wind enroute LANDING CONDITIONS Field pressure altitude Tempeiature Field length CESSNA MODEL 172P 820 Nautical Miles 5500 Feet 20oC (16oC above standard) 10 Knot Headwind 2000 Feet 26"C 3000 Feet 1200 156 1044 Feet 2220 289 1931 Feet TAKEOFF keeping in mi technique. Co atthe nixt higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff dietance information preeontedfor g, w9¡ght of 2400 pounds, pressure altitude of 2000 feet and atempereture of 30oC sbould be used and results in the following: Ground roll 1200 Feet Total distance to cloar a õO-foot obstacle pp20 Feet These distances are well within the available takeoff field length. How- ever, a, correction for the effect of wind may be made based on Note B of the takeoff ohart. The correction for a 12 knot headwind is: 12 Knots I Knots x LOVo = LSVo Deqoase This results in the following dietances, corrected for wind: Ground roll, zero wind Decrease in ground roll (1200 feet , lSVo) Corrected ground roll Total distance to clear a 5O-foot obstacle, zero wind Decrease in total distance (2?,20 teet, lSVo) Corrected total distance to clear õ0-foot obstacle 5-4 30 May 1980 CESSNA MODEL 172P SECTION 5 PER,FORMANCE CRUISE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performanoe. A typical cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be deter- mined based on several considerations. These include the cruise perfor- rna,noe characteristics presented in figure õ-7, the ra,nge profile chart presented in figure õ-8, and the endurance profile chart presented in figure 5-9. The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer ra,nge result when lower power settings are used. For this sample problem, a cruise power of approximately 66Vo will be used. The cruise performance chert, figuro õ-7, is entered at 6000 feet altitude and 20oC above standard temperature. These values most nea,rly corres- pond to the planned altitude end expected temperature conditions. The engine speed chosen is 2500 RPM, which results in the following: Power 667o True airspeed 112 Knots Cruise fuel flow 7.4 GPH The power computer may be used to doterrnine poÌver and fuel conaump- tion more accurately during the flight. 'ruel REoUtRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sampte problem, figure 5-6 shows that a climb from 2000 feet to 6000 feet requiros 1.6 gallons of fuel. The corresponding distance during the climb is 10 nautical miles. These va,Iues are for a standard temperature and are sufficiently a,ccurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by lOVo for each 10oC above standard temperature, due to the lower rate of climb. In this case, a,ssuming a temperature 16oC above standard, the correction would be: 13€' Lovo = r6vo Increase 30 May 1980 5-5 SECTÍON õ PEN,FORMANCE CESSNA. MODEL 172P With this factor includod, the fuel estimdte would be calculated as follows: Using a similar procedure for the distanoe to climb results in 12 uautical miIes. The resultant cruise distance is: Fuol to climb, standard temperature Increase due to non-standard tomporature (1.6 x 167o) Corrected fuel to olimb Total distance Climb distanco Cruise distance Engine start, taxi, and takeoff Climb Cruise R,eserve Total fuel required 1.6 0.3 1.9 Gallons 320 -12 808 Nautioal Miles 1.1 1.9 22.2 ã.6 30.8 Gallons ïtlith an expooted 10 knot headwind, the ground speod for cruiso is predicted to be: 112 -10 iõãKnots Therefore, the tisre required for the cruise portion of the trip is: 308 Nautical Miles _ . i5¡Ail;- = 3.0 Hours The fuel required for cruise is: 3.0 hours * 7.4 gallons/hour = 22.2 GaIIons A 45-minute reserve requires: 4ó ñ, Z.q galons/hour = 5.6 Gallons The total estimated fuel required is as follows: Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel 5-6 30 May 1980 CESSNA MODEL 172P SECTION 5 PERF'OR,MANCE required to complete the trip with ample reserve. LANDING A procedure ed for estimating the Ianding distance 5-10 presents landing distance informa The distances corres- ponding to 2000 feet and 30oC are as follows: Ground roll 610 Feet Total distance to clear a õ0-foot obstacle 1390 Feet A correction for the effect of wind may be made basod on Note 2 of the Ianding chart using the same procedure as outlined for takeoff. DEMONSTRATED OPERATI N G TEM PERATUR E Satisfactory engine cooling has boen demonstra,ted for this airplane with an outside air temperature 23oC above standard' ThÍs is not be to considered a,s a,n operating limitation. Reference should be made to Section 2 for engine operating limitations. 30 May 1980 6-7 SECTION õ PER,F'OR,MANCE CESSNA MODEL 17¿P AIRSPEED CALIBRATION NORMAL STAT¡C SOURCE CONDITION: Power required for level flight or maximum rated RPM d¡ve. Figure 5-1. Airspeed Calibration (Sheet 1 of 2) FLAPS UP KIAS KCAS 50 60 70 80 90 56 62 70 79 89 100 98 110 107 120 117 130 126 140 135 150 145 160 154 FLAPS 1OO KIAS KCAS 40 50 60 70 80 90 49 55 62 70 79 89 100 98 110 108 FLAPS 3OO KIAS KCAS 40 50 60 70 80 85 47 53 61 70 80 84 5-8 80 May 1980 CESSNA MODEL 172P AIRSPEED CALIBRATION ALTERNATE STATIC SOURCE HEATER,/VENTS AND WINDOWS CLOSED HEATER/VENTS OPEN AND WINDOWS CLOSED WINDOWS OPEN SECTION õ PERF'OR,MANCE FLAPS UP NORMAL KIAS ALTERNATE KIAS 50 60 51 61 70 71 80 90 100 82 91 101 110 111 120 121 130 131 140 141 FLAPS lOO NORMAL KIAS ALTERNATE KIAS 40 50 60 70 80 90 100 40 51 6t 71 81 90 99 110 108 FLAPS 3OO NORMAL KIAS ALTERNATE KIAS 40 50 60 70 80 85 38 50 60 70 79 83 FLAPS UP NORMAL KIAS ALTERNATE KIAS 40 50 60 70 80 90 36 48 59 70 80 89 120 118 130 140 128 139 100 110 99 108 FLAPS 1OO NORMAL KIAS ALTERNATE KIAS 40 50 60 70 80 90 38 49 59 69 79 88 100 97 110 106 FLAPS 3OO NORMAL KIAS ALTERNATE KIAS 40 50 60 70 80 85 34 47 57 67 77 81 FLAPS UP NORMAL KIAS ALTERNATE KIAS 40 50 60 70 80 90 26 43 57 70 82 93 100 103 110 113 120 123 130 133 '140 143 FLAPS lOO NORMAL KIAS ALTERNATE KIAS 40 50 60 70 80 90 25 43 57 69 80 91 100 101 0 ,| 1 ,| 1 1 FLAPS 3OO NORMAL KIAS ALTERNATE KIAS 40 50 60 70 80 85 25 41 54 67 78 84 30 May 1980 Figure 5-1. Airspeed Calibration (Sheet Z of. Z) 5-9 SECTTO