N2134Y Operating Handbook

without depressing the lever. PROPELLER CONTROL. (P172) The propeller control is the push- pull type and changes the setting of the propeller governor to control en- gine speed. The control may be moved through its full range by de- pressing a locking button in the center of the knob, while minor adjustments are made by releasing the locking button and rotating the knob, clock- wise to increase RPM or counter- clockwise to decrease it. For all ground operations, and for take-off, the propeller control should be full in (high RPM). After take- off, reduce throttle first, then re- duce RPM. Since a small control movement will produce a consider- able RPM change, you should set up climb and Cruise RPM by screwing the knob in or out. Propeller surging (RPM variation up and down several times before engine smooths out and becomes steady) can be prevented by smooth throttle and propeller control knob operation. Do not change the throttle and propeller control settings with jerky and rapid motions. CARBURETOR AIR HEAT KNOB. The carburetor air heat knob pro- 1-1 rrj Description portions the hot and cold air entering ing the carburetor. Pulling the knob out provides heated air for the carbu- retor, while pushing it in decreases the temperature. The knob is the double- button type, and is operated by squeezing the buttons together to unlock the control prior to moving it. STARTER HAN OLE. (172 0 N LY) Pulling out on the "T" shaped start- er handle engages the engine starter. It is spring loaded to return to the disengaged position when released. NOTE Don't pull out on the starter handle when the propeller is turning, as damage to the starter drive may result. IGNITION SWITCH. (172 ONLY) The ignition switch .is a conven- tional, key operated, four position switch; labeled clockwise:"OFF, " "R," "L," and "BOTH." IGNITION-STARIER SWITCH. (SKYHAWK & P172) The key- operated switch controls the magneto ignition system and functions as a starter switch. The switch has five positions labeled clockwise "OFF;" "R,""L," "BOTH" and "START." The switch is spring- loaded in the "START" position and will return to the "BOTH" position when the key is released. 1-2 COWL FLAPS (P172) Cowl flaps, adjusted to the need, will meter enough air for the ade- quate cooling and maximum effi- ciency of the engine under varying conditions. Opemng the cowl flaps, while on the ground, steps up the volume of air necessary for engine cooling. In flight, closing the cowl flaps, as required, restricts the flow of air through the engine compart- ment, thereby reducing the cooling and cowI flap drag to a minimum. When the cowl flap control is full in the cowl flaps are fully open. When the control is pulled out to its limit, the cowI flaps are closed. The cowI flap control knob is the doublebutlon type, with a friction lock, to permit intermediate settings. FUEL SYSTEM. Fuel is supplied to the engine from two aluminum tanks, one -in each wing. From these tanks, fuel flows by gravity through a selector valve and a strainer to the carburetor. Refer to figure 1-2 for fuel quan- tity data. See the Servicing Diagram (figure 5-1) for a summary of fuel system servicing information. FUEl SElECTOR VALVE. A rotary type fuel selector valve is located at the aft end of the cabin floor tunnel between the front seats. The valve has four positions which are labeled If BOTH OFF," "LEFT TANK," "RIGHI' TANK," and "roTH ON." The "BOTH OFF" position seals both wing tanks off from the Description FUEL SYST EM " MIXTURE CONTROL KNOB ...FUEL TANK SUMP DRAIN PLUG RIGHT WING TANK FILLER CAP ... RIGHT FUEL SCREEN FUEL LINE DRAIN PLUG TO ENGINE CYLINDERS • .... ~~---li.wL...--...... ...THROTTLE VENT FUEL I c~ E:<:::::' FUEL QUANTITY INDICATORS LEFT f:' _,1 1iQ LEFT WING / TANK CHECK FILLER FUE L QUANTITY VALVE CAP TRAl'\SMITTERS ... --. " ENGINE PRIMER ... • TO ENGl," -1:::-===.±I±tJ~:(II)··········~. D~~~~B ~- OIL DILUTION SWITCH (OPT) • TO El'\GINE Figure 1-1. 1-3 -~ Figure 1-2. FUEL QUANTITY DATA (U.S. GALLONS) TOTAL USABLE FUEL ADDITIONAL UNUSABLE FUEL MODEL TANKS NO. ALL FlJGHT USABLE FUEL FUEL VOLUME CONDITIONS (LEVEL FlJGHT) (LEVEL FLIGHT) EACH (172) LEFT WING 1 18.0 gal. 1. 0 gal. 0.5 gal. 19.5 gal. RIGHT WING 1 18.0 gal. 1. 0 gal. 0.5 gal. 19.5 gal. (Pl72) LEFT WING 1 20.75 gal. 4.75 gal. 0.5 gal. 26.0 gal. RIGHT WING 1 20.75 gal. 4.75 gal. 0.5 gal. 26.0 gal. The fuel strainer drain knob opens a valve on the bottom of the fuel strainer, to drain off any water and sediment that may have collected. The drain valve is spring-loaded; when the knob is pulled, the valve opens, and :when the knob is released, the valve closes. About two ounces of fuel (3 to 4 seconds of drain knob operation) should be drained from the strainer before the initial flight of the day to insure against the presence of water or sediment in the fuel. Electrical energy is supplied by a 12 - volt, direct - current system powered by an engine-driven gen- erator. The 12-volt storage 1:.attery is located; on the left-hand forward portion of the firewall (172); or aft of the baggage curtain (P172). ELECTRICAL SYSTEM. FUEL STRAINER DRAIN KNOB. the indicators continue to function until the master switch is turned off. FUEL QUANTITY INDICATORS. NOTE The fuel selector valve handle indicates the setting of the valve by its position above the valve dial. Two electrically-operated mag- netic type fuel quantity indicators are prOVided, each working in con- junction with an electric fuel level transmitter in its respective fuel tank. Turned en by the master switch rest of the fuel system and allows no fuel to pass beyond the selector valve. The "LEFT TANK" position allows fuel to flow from the left wing tank -to the engine. The "RIGHT TANK" position permits fuel to flow from the right wing tank to the en- gine. The "BOTH ON" position pro- vides fuel flow from both tanks si- multaneously to provide maximum safety. ~CriptiOn ~ 1-4 TO TURN AND BANK INDICATOR (OPT) TO PITOT HEATER AND STALL WARNING HEATER (OPT) TO ROTATING BEACON (OPT) TO RADIO "3 (OPT) TO STALL WARNING HORN Description TO NAVIGATION LIGHTS TO FUEL GAGES AND OPTIONAL CARBURETOR AIR TEMP. GAGE TO DOME LIGHT AND (OPT) COURTESY LIGHTS TO MAP LIGHT (OPT) TO RADIO #2 (OPT) TO LA.NDING LIGHTS (OPT) TO CIGAR LIGHTER TO INSTRUMENT LIGHT AND COMPASS LIGHT TO RADIO #1 (OPT) ,.----CODE ----, FUSE CIRCUIT BREAKER (AUTOMATIC RESETTING) CIRCUIT BREAKER SWITCH AMMETER (OPT) STARTER c::;? HANDLE Y (STANDARD 172) . + SERVICE -=- RECEPTACLE (172) ELEe TRIC A l· .. :::::;;~~:~~::::::::::::::::::::.:.:.:.~.;.;:.:":~:i i:;:·:::::::::::::::::: . Power Distribution Diagram Figure 1-3. I I -'----- 1-5 Description FUSES. Fuses protect the majority of elec- trical circuits in the airplane. The circuits controlled by each fuse are indicated above each fuse retainer. Fuse capacity is indicated on each fuse retainer cap. Fuses are re- moved by pressing the fuse retainers inward and rotating them counter- clockwise until they disengage. The faulty fuse may then be lifted out and replaced. Spare fuses are held in· a clip on the inside of the map com- partment door. The stall warning and optional turn- and-bank indicator circuits are pro- tected by an automatically resetting circuit breaker which provides in- termittent emergency operation of these devices in case of a faulty cir- cuit. The optional rotating beacon system and optional pitot and stall warning heater systems are pro- tected by separate circuit breaker switches. GENERATOR WARNING LIGHT. The red generator warning light indicates generator output. The light remains off as long as the generator functions properly. If a malfunction interrupts generator output, the light will illuminate. It also will illuminate when the tattery or external power is on, before starting the engine, and whenever engine speed is insufficient to pro- duce generator output. The light does not show battery drain. 1-6 STALL WARNING INDICATOR. The stall warning indicator is an electric horn, controlled by a trans- mitter unit in the leading edge of the left wing. This system is in opera- tion whenever the master switch is turned on. The transmitter responds to changes in the airflow over the leading edge of the wing as a stall is approached. In straight-ahead and turning flight, the warning will come 5 to 10 MPH ahead of the stall. Under safe flight conditions, the only time you may hear the warning horn will be a short beep as you land. LANDING LIGHTS. A three-position, push-pull switch controls the optional landing lights. To turn one lamp on for taxiing, pull the switch out to the first stop. To turn both lamps on for landing, pull the switch out to the second stop. BRAKE SYSTEM. The hydraulic brakes on the main wheels are conventionally operated by applying toe pressure to either the pilot's or copilot's rudder pedals. To set the parking brake, apply toe pressure to the pedals, pull out on the parking brake knob, then release toe pressure. To release the park- ing brake, push the knob in, then apply and release toe pressure. ~ FIRMLY PRESS ON BRAKE PEDALS. TO SET YOUR PARKING BRAKE [!J PUL~ OUT ON PARKING BRAKE @J TO RELEASE YOUR PARKING BRAKE RELEASE THE FOOT PRESSURE FROM THE BRAKE PEDALS BEFORE RELEASING PARKING BRAKE KNOB, NOTE The parking brake knob is spring-loaded and will return to Its original po- sition when the hand pres- Bure is released. Your Brakes are now set. ~ .....I -J /AI APPLY FAIRLY HEAVY FOOT t;:I PRESSURE TO BRAKE PEDALS. The Locking Lever wlll snap down In this operatlon. Nor- mally, you can hear a click when the levers snap down. Figure 1-4. ~ RELEASE THE FOOT PRESSURE l':,I FROM THE BRAKE PEDALS. Your Brakes are now released. t;j CD en (";) Ii ....' ~ ....-o::; r" ',l,r,jj I if I~ I ii.:! I J J Description CABIN HEATING AND VENTILATION SYSTEM. Fresh air for heating and venti- lating the cabin is supplied by two sources, a manifold cabin heater and a ventilating air scoop on the right side of the fuselage. The temperature and amount of air entering the cabin is controlled by two knobs on the instrument panel. The "CABIN AIR" knob operates the air scoop on the right side of the fuselage and controls cool fresh air entering the manifol<:i on the firewall. The "CABIN HT" knob regulates the amount of heat entering the cabin. For cabin ventilation, pull the "CABIN AIR" knob out. To raise the air temperature, pull the "CABIN HT" knob out approximately 1/4" to 1/2" for a small amount of cabin heat. Additional heat is available 1-8 by pulling the knob out farther; max- imum heat is available with the "CABIN HT" knob pulled full out and the "CABIN AIR" knob pushed full in. When no heat is desired in the cabin, the "CABIN HT" knob is push ed full in. VENTILATORS. Two ventilators, one in each upper corner of the windshield, are pro- vided to supply additional ventilating air. To operate, pull the ventilator out and rotate to the desired position. Two additional ball and socket ven- tilators are availablE\ as optional equipment for installation just for- ward of each rear door post in the ceiling, for rear seat passengers. To regulate the air , turn the knurled ring on the rim of the 'ventilator. Description INTERNAL CABIN -DIMENSIONS---------DOOR OPENING DIMENSIONS WIDTH WIDTH HEIGHT HEIGHT (TOP) (BOTTOM) (FRONT) (REAR) CABIN 32" 37" 40Y2" 38 Y2" DOOR BAGGAGE 15~" 15~" 22~" 21" DOOR 1-9 ... CABIN HEIGHT ..,. MEASUREMENTS ----NOTE--~ Measurements are with co-pilot seat and rear seat removed, giving maximum usable areas and reducing elTI~ty weight. FACE OF INSTRUMENT PANEL ___ +--+-++ ... CABIN WIDTH ..,. MEASUREMENTS AFT DOOR POST BULKHEAD Figure 1-5. Operating Check List Note If night flight is planned, check operation of all lights, and make sure a flashlight is available. 1. }. b. f6\ a. ~b. c. Check navigation light for damage. Check main wheel tire for cuts, bruises, and proper inflation. Inspect airspeed static source hole on side of fuselage for stoppage (left side only) (172). c. Remove fuel tank cap and check fuel level for agreement with gage reading. Secure cap. d. Disconnect tie-down rope or chain from tie- down ring on wing strut. Check windshield for cleanliness. Check oil level. Do not operate with less than six quarts. Fill for extended flight. c. Inspect cowl access dopr for security. d. Examine propeller for oil leakage (P172). e. Check propeller and spinner for nicks and security. f. Check nose wheel strut for proper irolation. g .. Check nose wheel tire for cuts. bruises. and proper irolation. h. Disconnect tie-down rope. Make visual check to insure that fuel strainer drain valve is closed after dr.aining operation. Check carburetor air filter for restrictions by dust or other forei~ matter. '7" a. Remove pitot tube cO\'er, if installed. \.!...) b. Inspect pitot tube opening for stoppage. c. Check fuel tank vent opening for stoppage. Remove aileron lock, if installed. Check aileron and flap hinges. Inspect airspeed static source hole for stop- page, both sides of airplane (P172). Check rear windshield for cleanliness. Remove gust locks, if installed. Inspect tail surface hinges and hinge bolts. Apply moderate force to each elevator, in opposite directions, checking for looseness at the attachment of the elevators to the torque tube adapter. Check trim tab for security. Disconnect tie-down rope or chain. Turn on master switch and check fuel quantity indicators. With master switch "ON," check operation of stall warning transmitter tab and warning horn. Turn off master switch, check ignition switch "OFF' position, check fuel tank selector valve handle on "BOTH. " On first flight of day and after each refueling, pUll out strainer drain knob for about four seconds, to clear fuel strainer of possible water and sediment. Remove control wheel lock, if installed. Check baggage door for security. CD a. b. c. d. e. f. ® a. b. @ a. b. c. d. e. @ a. b. Figure 2-1. 1-10 This section lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you would want to or should knO'W concerning the information you need for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation of the airplane. All airspeeds men- tioned in Sections II and III are indicated airspeeds. Corresponding cali- brated airspeeds may be obtained from the Airspeed Correction Table in Section VI. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 2-1. BEFORE STARTING THE ENGINE. (1) Seats and Seat Belts - Adjust and lock. (2) Flight Controls - Check. (3) Brakes - Test and set. (4) Master Switch - "ON." (5) Trim Tab - Set. (6) Fuel Selector - "BOTH ON." (7) Cowl Flaps - "OPEN." (P172) STARTING THE ENGINE. (1) Carburetor Heat - Cold. (2) Mixture - Rich. (3) Propeller - High RPM (full in). (P172) (4) Primer - As required. (5) Ignition Switch - "BOTH. " 2-1 Operating Check List BEFORE TAKE-OFF. (6) Throttle - Open 1/8". (7) Propeller Area - Clear. (8) Starter - Engage. (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) Throttle Setting: 1600 RPM (172), 1500 RPM (P172). Engine Instruments - Within green arc. Magnetos - Check (75 RPM maximum differential between mag- netos). Propeller - Cycle from high to low RPM; return to high RPM (full in) (P172). Carburetor Heat - Check. Cowl Flaps - "OPEN." (P172). Flight Controls and Seat Latching - Recheck. Wing Flaps - 0° or 10°. Trim Tab - "TAKE-OFF." Cabin Doors - Closed and locked. Flight Instruments and Radios - Set. TAKE-OFF. NORMAL TAKE-OFF. (1) Flaps - Up. (2) Carburetor Heat - Cold. (3) Power - Full throttle (applied smoothly). (4) Elevator Control - Lift nosewheel at 60 MPH. (5) Climb Speed - 85 MPH. MAXIMUM PERFORMANCE TAKE-OFF. (1) Flaps: Up (172), 10°. (P172). (2) Carburetor Heat - Cold. (3) Brakes - Apply. (4) Power - Full throttle. (5) Brakes - Release. (6) Elevator Control - Slightly tail low. 2-2 Operating Check List (7) Climb Speed: 65 MPH (172), 55 MPH (P172). CLIMB. NORMAL CLIMB. (1) Airspeed: 80 to 90 MPH (172), 90 to 100 MPH (P172). (2) Power: Full throttle (172), 23 inches and 2250 RPM (P172). (3) Mixture: Full rich (unless engine is rough). (4) Cowl Flaps - "OPEN" (P172). MAXIMUM PERFORMANCE CLIMB. (1) Airspeed - 80 MPH at sea level to 77 MPH at 10, 000 feet (172), 85 MPH at sea level to 83 MPH at 10, 000 feet (P172). (2) Power: Full throttle (172), Full throttle and 2400 RPM (P172). (3) Mixture - Full rich unless engine is rough. (4) Cowl Flaps - "OPEN" (P172). CRUISING. (1) Power: 2200 to 2700 RPM (172), 2000 to 2250 RPM and 15-23 inches Hg. (P172). (2) Trim Tab - Adjust. (3) Mixture - Lean. LET-DOWN. (1) Mixture - Rich. (2) Power - As desired. (3) Carburetor Heat - As required to prevent carburetor icing. BEFORE LANDING. (1) Fuel Selector - "BOTH ON. " (2) Mixture - Rich. (3) Propeller - High RPM (full in). (P172) (4) Airspeed - 70 - 80 MPH (flaps up). -2-3 Operating Check List (5) Carburetor Heat - Apply before closing throttle. (6) Cowl Flaps - "CLOSED. II (P172) (7) Flaps - As desired (below 100 MPH). (8) Airspeed - 65 to 75 MPH (flaps down). (9) Trim Tab - Adjust. NORMAL LANDING. (1) Touchdown - Main wheels first. (2) Landing Roll - Lower nosewheel gently. (3) Braking - Minimum required. (4) Cowl Flaps - Open at end of ground roll. (P172) AFTER LANDING. (1) Flaps - Up. (2) Brakes - Set (at parking area). (3) Mixture - Full lean. (4) Ignition Switch and Master Switch - "OFF." 2-4 The following paragraphs cover in somewhat greater detail the items entered as a Check List in Section IL Every item in the list is not discuss- ed here. Only those items on the Check List that required further ex- planation will be found in this section. PREfLIGHT CHECK. The exterior inspection described in Section II is recommended for the first flight of the day. Inspec- tion procedures for subsequent flights normally are limited to brief' checks of the tail surface hinges, fuel and oil quantity, and security of fuel and oil filler caps. If the airplane has been subjected to long-term storage, recent major maintenance, or opera- tion from marginal airports, a more extensive exterior inspection is rec- ommended. After major maintenance has been performed, the flight and trim tab controls should be double- checked for free and correct movement. The security of all inspection plates on the airplane should be checked following periodic inspections. If the airplane has been waxed and pol- ished,it is a good practice to check the external static pressure source hole for stoppage. 1£ the airplane has been exposed to much ground handling in a crowd- ed hangar, it should be checked for dents and scratches on wings, fuse- lage, and tail surfaces, as well as damage to navigation and landing lights, and radio antennas. Out- side storage for long periods may result in water and obstructions in the airspeed system lines, condensa- tion in fuel tanks, and dust and dirt on the intake air filters and engine cooling fins. Operation from a gravel or cinder field will require extra attention to propeller tips and abrasion on lead- in~ edges of the horizontal tail. Airplanes that are operated from rough fields, especially at high alti- tudes, are subjected to abnormal land- ing gear abuse. A frequent check of all components of the landing gear shock strut, tires, and brakes is im- portant. If night flying is anticipated, all exterior and interior lights should be checked for proper illumination. Cold weather flights involve a care- ful check of other specific areas that will be discussed in a separate para- graph. 3-1 Operating Details STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather, with the throttle open approximately 1/8 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. Weak intermittent explosions fol- lowed by puffs of black smoke from the exhaust stack indicates over- priming or flooding. Excess fuel can be cleaned from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the start- ing procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold en- gine) it will not fire at all, and addi- tional priming will be necessary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. The use of an external power source is recommended for starting in cold weather. Before connecting a gen- erator type external power source it is important that the master switch 3-2 be turned on. This will enable the battery to absorb transient v.oltages which otherwise might damage the transistors in the audio amplifier. When using a battery type cart the master switch should be turned off. TAXIING. Release the parking brake before taxiing and use the minimum amount of power necessary to start the air- plane moving. During taxi, and espe- cially when taxiing downwind, the RPM should be held down to pre- vent excessive taxi speeds. Taxiing should be done at a speed slow enoogh to make the use of brakes almost entirely unnecessary. Using the brakes as sparingly as possible will prevent undue wear and strain on the tires, brakes, and landing gear. Normal steering is accomplished by applying pressure to the rudder pedal in the direction the airplane is to be turned. For smaller radius turns, at slow speed, the brakes may be used on the inside wheel. At slow taxi speed, this airplane may be pivoted about the outboard strut fitting without sliding the tires. When taxiing in crosswinds it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see taxiing dia- gram, figure 3-1) to maintain di- rectional control and balance. NOTE Caution should be used when taxi- ing over rough fields to avoid ex- r I Operating Details TAXIING DIAGRAM CODE WIND DIRECTION t NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 3-1. 3-3 Operating Details cessive loads on the nosewheel. Rough use of brakes and power also add to nosewheel load. A good rule of thumb: "Use mini- mum speed, power, and brakes. " Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. Full throttle run-ups over loose gravel are es- pecially harmfui to propeller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades, they should be immediately corrected as described in Section V under pro- peller care. BEFORE TAKE-OFF. WARM-UP. Most of the warm-up will have been conducted during taxi, and additional warm-up before take-off should be restricted to the checks outlined in Section II. Since the engine is closely cowled for efficient in-flight engine cooling, precautions should be taken to avoid overheating on the ground. MAGNETO CHECK. An operational check of the magneto ignition system is important before take- off. An RPM dr op on single ignition is a natural characteristic of dual ignition design in modern en- 3-4 gines. The purpose of the magneto check is to determine that all cyl- inders are firing. If all cylinders are not firing, the engine will run extremely rough and cause for in- vestigation will be quite apparent. The amount of RPM drop is not necessarily significant and will be influenced by ambient air temper- ature, humidity, airport altitude and other factors. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for sus- picion that the magneto timing has been "bumped-up" and is set in ad- vance of the setting specified. Mag- neto checks should be performed on a comparative basis between indi- vidual right and left magneto per- formance. The magneto check should be made as follows: 1600 RPM (172), 1500 RPM (P172). Move the ignition switch first to "R" position, and note RPM. Next move the switch oock to "BOTH" position to clear the other set of plugs. Then move the switch to the" L" position and note RPM. The difference between the two mag- netos operated singularly should not be more than 75 RPM. HIGH RPM MAGNETO CHECKS. If there is a doubt concerning the operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a de- ficiency exists. If a full throttle run- up is necessary the engine should run smoothly and turn approximately 2230 to 2330 RPM (172), 2350 RPM (P172), with the carburetor heat off. Engine run-ups should not qe per- formed over loose gravel or cinders because of possible damage or abra- sion to propeller tips. OIL PRESSURE. If the engine accelerates smoothly and the oil pressure remains steady at some value between 30 and 60 lbs/ sq. in. the engine is warm enough for take- off. IDLE CHECK. The engine should be checked for idling at approximately 500 RPM for the (172) and between 375 and 450 RPM for the (P172). However, pro- longed idling should be done above 600 RPM for better engine lubrication. INSTRUMENT & NIGHT FLIGHTS .. If instrument or night flights are contemplated, a careful check should be made of vacuum pump operation. A suction of 4. 5 inches of mercury is desirable for gyro instruments. However, a range of 3.75 to 5.0 inches of mercury is considered acceptable. On aircraft equipped with an optional pictorial gyro horizon, two lights are provided for suction checks. When neither light is on the suction pres- sure is acceptable. A vacuum lights test switch is provided to test the lights electrically. The condition of the generator is also important for night flight, since satisfactory operation of all radio, lights, and electrical instruments is essential to instrument or night flight. The generator is checked by noting that the warning light is out with engine speeds above approxi- mately 1000 RPM. Operating Details LAST MINUTE CHECK A simple last-minute recheck of important items should include a glance to see that the mixture, pro- peller (P172), and carburetor heat ... knobs are full in, all flight controls have free and correct movement, and the fuel selector is set to "BOTH ON." TAKE-OFF. POWER CHECK. Since the use of full throttle is not recommended in the static run-up, it is important to check full-throttle engine operation early in the take-off run. Any signs of rough engine op- eration or sluggish engine accelera- tion is good cause for discontinuing the take-off. If this occurs, you are justified in making a thorough full- throttle static run-up before another take-off is attempted. FLAP SETTINGS (172). Normal and obstacle clearance take- offs are performed with flaps up. The use of 10 ° flaps will shorten the ground run approximately 10%, but this advantage is lostin the climb to a 50-foot obstacle. Therefore the use of 10° flap is reserved for mini- m urn ground runs or for take -off from soft or rough fields with no obstacles ahead. If 10 ° of flaps are used in ground runs, it is preferable to leave them extended rather than retract them in the climb to the obstacle. The ex- ception to this rule would be in a high altitude take-off in hot weather 3-5 Operating Details where climb would be marginal with flaps 10° (1st notch). Flap deflections of 30° (3rd notch) and 40° (4th notch) are not recom- mended at any time for take-off. FLAP SETTINGS (P172). Normal take-oHs are performed with flaps retracted. Minimum run, obstacle clearance, and soft or rough field take-offs are performed with flap settings of 100. With flaps de- flected 100 ground run is reduced slightly, total distance to clear a 50-foot obstacle is reduced approxi- mately 10%, and take-off speed is approximately 5 MPH slower. Flap deflections of 30 ° and 40 a are not recommended at any time for take-off. PERFORMANCE CHARTS. Consult the take-off chart (flgure 6- 3) for take -off distances under various gross weight, altitude, and headwind conditions. CROSSWIND TAKE-OFFS. Take-offs into strong crosswinds normally. are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take- off. 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 Lnto the wind to correct for drift. 3-6 CLIMB. For detailed data, refer to the Climb Performance Charts in Section VI. CLIMB SPEEDS (172). Normal climbs are performed at 80 to 90 MPH with flaps up and full throttle for best engine cooling. The mixture should be full rich unless the engine is rough due to too rich a mixture. The best rate of climb speeds range from 80 MPH at sea level to 77 MPH at 10, 000 feet. If an obstacle dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and full throttle. These speeds vary from 65 MPH at sea level to 71 MPH at 10, 000 feet. NOTE Steep climbs at these low speeds should be of short duration to im- prove engine cooling. CLIMB SPEEDS (P172). Normal climbs are conducted at 90 to 100 MPH with flaps up, 2250 RPM and 23 inches Hg., for best engine cooling. The mixture should be full rich unless the engine is rough due to too rich a mixture. The best rate- of-climb speeds range from 85 MPH at sea level to 83 MPH at 10,000 feet. If an obstacle dictates the use of a steep climb angle, the best angle- of-climb should be used with flaps up and full throttle. These speeds vary from 55 MPH at sea level to 71 MPH at 10, 000 feet. NOTE Steep climbs at these low speeds should be of short duration to improve engine cooling. CRUISE. Cruising charts are presented in Section VI. It can be seen that the speeds for maximum range are much lower than normal cruise speed. Since the main advantage of the air- plane over ground transportation is speed, one should utilize the high- est cruising speeds obtainable. How- ever, if a destination is slightly" out of reach in one hop at normal cruis- ing speed, it would save time and money to make the trip non- stop at some lower speed. An inspection of these cruising charts shows the longer ranges obtainable at lower cruising speeds. Allowances for fuel reserve, head- winds, take-offs and climb or varia- tions in mixture leaning technique should be made and are in addition to those shown in the charts. EFFECT OF ALTITUDE (172). Normal cruising is done at 65% to 75% power. Cruising power of ap- prOXimately 75% is obtained at en- gine speeds between 2450 RPM and 2625 RPM depending on the altitude. To maintain 75% power, progres- sively higher throttle openings are required as the altitude is increased until, at 7000 feet, full throttle is reached. Cruising can be done most effi- Operating Details ciently at high altitudes because of lower air density and therefore lower airplane drag. This is illustrated in the following table which shows per- formance at 75% power at various altitudes. TRUE AIR- ALTITUDE RPM SPEED RANGE SeaLevel 2450 123 520 5000 ft 2560 128 540 7000 it Full Throttle 130 550 All figures are based on, lean mixture, 36 gallons of fuel (no re- serve), zero wind, standard atmos- pheric conditions, and 2300 pounds gross weight. EFFECT OF ALTITUDE (P172). Normal cruising is done at 65% to 75% power. Cruising power of ap- proximately 75% is obtained with 23 inches of manifold pressure and 2250 RPM. Various percent powers can be obtained with an infinite number of combinations of manifold pressures, engine speeds, altitudes, and outside air temperatures. How- ever, at full throttle, a constant engine speed and a standard air temperature, a specific power may be obtained at only one altitude. For example, with the airplane at full throttle and 2250 RPM, the following are the speed and range figures for various powers and op- timum altitudes. The Cruise and Performance Charts in Section VI as well as the following table, are based on flight test with 3-7 Operating Details STALLS. lean mixture and 41. 5 gallons of fuel for cruising. When landing in a strong cross- wind, use the minimum flap setting required for the field length. Use LANDING. SHORT FIELD LANDINGS. Normal landings are made power off with any flap setting. Slips are prohibited in full flap approaches because of a downward pitch en- countered under certain combina- tions of airspeed and sideslip angle. Approach glides are normally made at 70 to 80 MPH with flaps up, or 65 to 75 with flaps down, depending upon the turbulence of the air. Landings are usually made on the main landing wheels to reduce the landing speed and the subsequent need for braking in the landing roll. The nosewheel is lowered gently to the runway after speed has diminished to avoid unnecessary nose gear strain. This procedure is especially im- portant in rough field landings. Excessive braking in the landing roll is not recommended because of the probability of skidding the main wheels with the resulting loss of braking effectiveness and damage to the tires. For a short field landing, make a power-off approach at approximately 67 MPH with flaps 40° (fourth notch) and land on the main wheels first. Immediately after tOUChdown, lower the nose gear to the ground and apply heavy braking as required. Raising the flaps after landing will provide more efficient braking. CROSSWIND LANDINGS. 545 570 590 140 137 134 6,800 8,900 10,900 75 70 65 This table shows that cruising can be done most efficiently at higher altitudes because very nearly the same cruising speed can be main- tained at much less power. This means savings in fuel consumption and engine wear. The cowl flaps should be adjusted to maintain the cylinder head tem- perature near the middle of the nor- mal operating (green arc) range to assure prolonged engine life. % TRUE BHP ALTITUDE AIRSPEED RANGE The stalling speeds are shown in Section VI for aft c. g., normal cate- gory, full gross weight conditions. They are presented as calibrated airspeeds because indicated air- speeds are inaccurate near the stall. The horn stall warning indicator produces a steady signal 5 to 10 MPH before the actual stall is reached and remains on until the airplane flight attitude is changed. Fast landings will not produce a signal. The stall characteristics are con- ventional for the flaps up and flaps down condition. Slight elevator buf- feting may occur just before the stall with flaps down. 3-8 a wing low, crab, or a comb,ination method of drift correction and land in a nearly level attitude. Hold a straight course with the steerable nosewheel and· occasional braking if necessary. COLD WEATHER OPERATION. Prior to starting on cold morn- ings, it is advisable to pull the pro- peller through several times by hand to ttbreak loose" or nlimbertt the oil, thus conserving battery energy. In extremely cold (O°F and lower) weath- er the use of an external preheater for both the engine and battery is recommended whenever possible to reduce wear and abuse to the engine and the electrical system. Cold weather starting procedures are as follows: With Pre-heat: (1) Clear propeller. (2) Pull master switch "ON. " (3) With magneto switch "OFF" and throttle closed, prime the engine four to ten strokes as the engine is being turned over. NOTE After priming, push prim er all the way in and turn to locked position to avoid possibility of engine draw- ing fuel through the primer. (4) Thrn magneto switch to "BOTH." (5) Open throttle 1/4" and engage starter. Without Preheat: (1) Prime the engine 8 to 10 strokes Operating Details while the propeller is being turned by hand. (2) Clear propeller. (3) Pull master switch "ON. " (4) Tum magneto switch to "BOTH. " (5) Open throttle 1/4". (6) Pull carburetor air heat knob full on. (7) Engage starter and continue to prim e engine until it is running smoothly. (8) Keep carburetor heat on until engine has warmed up. NOTE If the engine does not start the first time it is probable that the spark plugs have been frosted over. Preheat must be used be- fore another start is attempted. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take- off if outside air temperatures are very cold. After a suitable warm- up period (2 to 5 minutes at 1000 RPM), 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 take-off. When operating in sub-zero tem- perature, avoid using partial car- buretor heat. Partial heat may in- crease the carburetor air tempera- ture to the 32° to 80°F ra.tlge, where icing is critical under certain atmos- pheric conditions. For operation at temperatures con- sistently below freeZing, a winter- ization kit is available at your Cessna Dealer for a nominal charge. 3-9 'lr01' I Operating Details MODIFIED FUEL MANAGEMENT PROCEDURES With a combination of highly volatile fuel, high fuel temperature, high operating altitude, and low fuel flow rate in the tank outlet lines, there is a remote possibility of accumulating fuel vapor and encoWltering power ir- regularities on some airplanes. To minimize this possibility, the follow- ing operating procedures are recommended: (1) Take-off and climb to cruise altitude on "both" tanks. (This is consistent with current recommendations. ) (2) When reaching cruise altitude above 5000 feet MSL, promptly switch the fuel selector valve from "both" tanks to either the "right" or "left" tank. (3) During cruise, use "left" and "right" tank as required. (4) Select "both" tanks for landing as currently recommended. POWER RECOVERY TECHNIQUES In the remote event that vapor is present in sufficient amounts to cause a power irregularity, the following power recovery techniques should be followed: OPERATION ON A SINGLE TANK Should power irregularities occur when operating on a single tank, power can be restored immediately by sWitching to the opposite tank. In addition, the vapor accumulation in the tank on which the power irregu- larity occurred will rapidly dissipate itself such that that tank will also be available for normal operation after it has been Wlused for approximately one (1) minute. OPERATION ON BOTH TANKS Should power irregularities occur with the fuel selector on both tanks, the following steps are to be taken to restore power: (1) Switch to a single tank for a period of 60 seconds. (2) Then switch to the opposite tank and power will be restored. 3-10 OPERATIONS AUTHORIZED. Your Cessna with standard equipment as certificated under FAA Type Certificate No. 3A12 (172), No. 3A17 (P172), is approved for day and night operation under VFR. Additional optional equipment is available to increase its utility and to make it authorized for use under IFR day and night. An owner of a proper ly- equipped Cessna is eligible to obtain approval for its operation on single engine scheduled airline service on VFR. I\f\ANEUVERS ~ NORMAL CATEGORY. The airplane exceeds the requirements of the Civil Air Regulations, Part 3, set forth by the United States Government for airworthiness. Spins and aerobatic maneuvers are not permitted in normal category airplanes in compliance with these regulations. In connection with the foregoing, the following gross weights and flight load factors apply: Gross Weight . . . . . . .. .2300 lbs. (172) - 2500 lbs. (P172). Flight Load Factor *Flaps Up. + 3.8 -1. 52 Flight Load Factor *Flaps Down +3.5 *The design load factors are 150% of the above and in all cases the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA approved markings, placards and check lists in the airplane. If there is any infor- mation in this section which contradicts the FAA approved markings, pla- cards and check lists, it is to be disregarded. MANEUVERS ~ UTILITY CATEGORY (172). This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, instru- ment pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. In connection with the utility category, the follow- 4-1 Operating Limitations ing gross weight and flight load factors apply, with recommended entry speeds for maneuvers as shown. No acrobatic maneuvers are approved except those listed below: Maneuver Entry Speed Chandelles. . . .. 122 mph (106 knots) Lazy Eights . . . . .. 122 mph (106 knots) Steep Turns . . . 122 mph (106 knots) Spins . . . . . . . . . . . . . . Slow Deceleration Stalls (Except Whip Stalls). . . . . . . Slow Deceleration The baggage compartment and rear seat must not be occupied. 2000 lbs. +4.4 -1. 76 +3.5 Maximum Design Weight . Flight Maneuvering Load Factor, Flaps Up .. Flight Maneuvering Load Factor, Flaps Down Aerobatics that may impose high inverted loads should not be attempted. The important thing to bear in mind in flight maneuvers is that your Cessna is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers avoid abrupt use of controls. AIRSPEED LIMITATIONS. (172) (P172) RED LINE. . . . . . . 174 mph 182 mph YELLOW ARC . . 140-174 mph 145-182 mph GREEN ARC. 59-140 mph 64-145 mph WHITE ARC. . . 52-100 mph 56-100 mph MANEUVERING SPEED* 122 mph 127 mph *The maximum speed at which you can use abrupt con- trol travel without exceeding the design load factor. NOTE RED LINE.. Maximum Speed (Glide or dive, smooth air). YELLOW ARC . Caution Range (Level flight or climb). GREEN ARC . Normal Range (Level flight or climb). WHITE ARC . . Flap Operating Range 4-2 - ~--------------------- ~------, Operating Limitations ENGINE OPERATION LIMITATIONS. Power and Speed: (172) (P172) 145 bhp at 2700 rpm 175 bhp at 2400 rpm ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range. Maximum Allowable. . . Green Arc . Red Line 4-3 The information presented in this section will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. In figuring your loading problems be certain that you use the Licensed Empty Weight of your particular airplane as shown on its Weight and Balance EMPTY. . . . . . . . . . . . . . . . . . . . . . E (red line) 1. 50 gallons unusable each tank (172). 5.25 gallons unusable each tank (P172). TACHOMETER. 1950-2250 2400 2700 . . 10 psi (red line) 30-60 psi (green arc) . . . 100 psi (red line) (172) (P172) 2200-2500 2200-2600 2200-2700 . . . . 15-23 in. Hg. (green arc) Normal Operating Range . . Normal Operating Range: At sea level (inner green arc) . At 5000 feet (middle green arc) . At 10, 000 feet (outer green arc) . Green Arc . Maximum Allowable (Red line). . Minimum Idling. . Normal Operating Range Maximum . MANIFOLD PRESSURE GAGE. (P17 2) WEIGHT AND BALANCE. FUel QUANTITY INDICATORS. OIL PRESSURE GAGE. r1i'I" Operating Limitations Data Sheet. This sheet, plus an Equipment List, is included with each air- plane as it leaves the factory. The FAA requires that any change in the original equipment, affecting the empty weight center of gravity, be recorded on a Repair and Alteration Form FAA-337. READ BEFORE WORKING LOADING PROBLEM FOR YOUR AIRPLANE. To figure the weight for your airplane in the same manner as the sample problem on page 4- 5 or 4-6 proceed as follows: Step 1. Take the licensed Empty Weight and Moment/1000 from the Weight and Balance Data sheet carried in your airplane and write them down in two columns in the manner shown in the sample problem. These figures are non-variables and, unless your airplane or equipment is modified, these figures may be used every time you figure your weight and balance. Step 2. Write down the weight and moment/1000 for the oil in the proper columns. Use 8 qts at 15 lbs and a moment of -0.3 for the (172). Use 10 qts at 19 lbs and a moment of -0.4 for the (P172). Since you usually have a full load of oil for a trip you may also consider these figures as non-variable and use them every time. 3. Add the weight of yourself and the front passenger. Refer to the loading. graph (on page 4- 6) and find this weight at the left side of the graph, and then go across the graph horizontally to the right until you intersect the line identified as "PIWT AND FRONT PASSENGER." After intersecting the line drop down vertically. to the bottom line and read the moment/1000 given on the scale. Now write down this weight and moment/1000 for you and the front passenger in the proper columns. 4. Proceed as you did in step 3, except use the line identified as "FUEL" and 6 lbs. per gallon for the amount of gasoline you are carrying, and read the moment/1000 from the loading graph. Write the weight and moment/1000 in the proper columns. 5. Proceed as you did in step 3, except use the line identified as "REAR PASSENGERS, " and read the moment/1000 for the com- bined weight of the rear passengers being carried. Write the weight and moment/1000 in the proper columns. 172 Sample Airplane Your Airplane SAMPLE LOADING PROBLEM Weight Moment Weight Moment M: (Ibs) (Ib - ins. /1000 ) 1. Licensed Empty Weight (Sample Airplane) ••• 1324 48.2 l~e'1-3s -- 2. Oil - 8 Qts.* .......................................... 15 -0.3 ~ ~ 3. Pilot & Front Passenger ••••••••••••••••••••••••••••• 340 12.2 4. Fuel- (36 Gal at 6#/Gal) •••••••••••••••••••••••••• 216 10.4 5. Rear Passengers •••••••••••••••••••••••••••••••••••••• 340 23.8 6. Baggage (or Passenger on Auxiliary Seat) •••••• 65 6.2 7. Total Aircraft Weight (Loaded) •••••••••••••••••• 2300 100.5 .-8. Locate this point (2300 at 100.5) on the center of gravity envelope, and since this point falls within the envelope the loading is acceptable. *Note: Normally full oil may be assumed for all flights. Step 6. Step 7. Step 8. Operating Limitations Proceed as you did iQ. step 3, except use the line identified as "BAGGAGE OR PASSENGER ON AUXILIARY SEAT," and read the moment/lOOO for the number of pounds of baggage (or weight of passenger) being carried. Write the weight and moment/lOOO in the proper columns. Add the weight column. The total must be 2300 lbs or less for the (172) and 2500 lbs or less for the (P172), or you must lighten your aircraft load. Add the moment column (remember to subtract, rather than add, the oil moment because it is a minus quantity). Refer to the Center of Gravity Moment Envelope. Locate the total weight on the scale on the left hand side of the graph and, from this point, follow a line horizontally to the right. Locate the total mo- ment/lOOO on the scale running across the bottom of the graph and, from this point, follow a line vertically up until you intersect the line running horizontally from your total weight. If the point where the two lines intersect is within the envelope, your airplane is loaded within approved limits. If the point of intersection falls outside the envelope, your load must be adjusted before flight. 4-5 Operating Limitations PI72 Sample Airplane Your Airplane SAMPLE LOADING PROBLEM Weight Moment Weight Moment 4 (Ibs} (lb - ins. /1000 ) 1. Licensed Empty Weight (Sample Airplane} ••• 1507 56.6 2. Oil - 10 Qts.* .......................................... 19 -0.4 19 -0.4 3. Pilot & Front Passenger ............................. 340 12.0 4. Fuel- (41.5 Gal at 6#/Gal) ....................... 249 9.5 5. Rear Passengers" •••••••••••••••••••••••••••••••••••••• 340 23.8 6. 8aggag e (or Passenger on Auxiliary Seat) •••• 45 4.3 7. Total Aircraft Weight (Loaded) •••••••••••••••••• 2500 108.5 118. Locate this point (2500 at 108.5 on the center of gravity envelope, and since this point falls within the envelope the loading is acceptable. *Note: Normally full oil may be assumed for all flights. 4-6 o 2 I 4 3 PILOT AND FRONT PASSENGER - - - REAR PASSENGERS '.. m .... BAGGAGE or Passenger on AUXiliary seat (120# MAX.) 6 18 I 10 I 12 I 14 I 16 I 18 I 20 I 22 I 24 I 26 I 28 I 30 7 9 11 13 15 17 19' 21 23 25 27 29 MOMENT/l000 ( POUND - INCHES) Operating Limitations NORMAL· CATEGORY CENTER OF GRAVITY MOMENT ENVELOPE 172 65 70 75 80 85 90 95 100 105 110 115 LOADED AIRCRAFT MOMENT / 1000 (POUND-INCHES) 2100 2000 2200 1500 45 50 55 60 65 70 75 80 85 90 95 100 105 110 LOADED AIRCRAFT MOMENT /1000 (POUND-INCHES) 1900 1600 1800 1700 2300 fi) Q Z ::J R Eo< ~; ::r:: ~ ri:I ! ~ Eo< ~ <0:: U ~ Q ri:I Q < S 2500 fi) 2400 Q S g 2300 Eo< ::r:: 2200 ~ ri:I ~ ~ 2100 11~ Eo< 1\, ''I' ~ f <0:: 2000 U u e:l < Q 1900 ri:I Q < 1800 0 ...:I 1700 160050 55 60 4-7 Operating Limitations 4-8 NOfel 5--_'-~ Care of the Airplane If your airplane is to retain that new plane performance, stamina, and dependability, certain inspection and maintenance requirements must be followed. It is always wise to follow a planned schedule of lubrication and maintenance based on the climatic and flying conditions encountered in your locality .. Keep in touch with your Cessna Dealer and take advantage of his know- ledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary and about other seasonal and periodic services. GROUND HANDLING. The airplane is most easily and safely maneuvered by hand with the tow- bar attached to the nosewheel. When moving the airplane by hand, if no tow-bar is aVailable, push down at the front spar of the stabilizer next to the fuselage to raise the nosewheel off the ground. When the nosewheel is held clear of the ground the air- plane can be turned readily in any di- rection by pivoting it about the main gear. Do not push down on the em- pennage by the tip of the elevator nor shove sidewise on the upper portion of the fin. When moving the airplane forward or backwards, push at the wing strut root fitting or at the main gear strut. MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie down your air- plane securely, proceed as follows; (1) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing tie-down fittings located at the upper end of each wing strut. (2) Secure the opposite ends of these ropes or chains to tie-down rings suitably anchored in the ground. (3) Tie a rope or chain through the nose gear tie-down ring and secure the opposite end to a tie- down ring in the ground. (4) Securely tie the middle of a length of rope to the ring at the 5-1