C172S Nav III Training Manual

found on the circuit breaker panel at the lower LH side of the pilot panel. A static pressure alternate source valve (ALT STATIC AIR) is located next to the throttle control. The ALT STATIC AIR valve provides static pressure from inside the cabin if the external static pressure source becomes blocked. If erroneous instrument readings are suspected due to water or ice in the pressure line going to the standard external static pressure source, the alternate static source valve should be pulled on. Pressures within the cabin will vary with open heaters/vents and windows. Stall warning horn. The airplane is equipped with a pneumatic type stall warning system consisting of an inlet in the leading edge of the left wing, an air-operated horn near the upper left corner of the windshield, and associated plumbing. As the airplane approaches a stall, the low pressure on the upper surface of the wings moves forward around the leading edge of the wings. This low pressure creates a differential pressure in the stall warning system which draws air through the warning horn, resulting in an audible warning at 5 to 10 knots above stall in all flight conditions. Fuel System. Each C172S fuel tank holds 28 gallons of fuel, 26.5 is useable (56 gal total, 53 useable). The tanks can also be fueled to the “bottom of the filler neck ("tabs")" which is 17.5 gallons useable per side, 35 useable gallons total. The aircraft should be serviced with blue, 100LL fuel. The fuel should be checked for the correct fuel, contaminants, and water via the 13 fuel sumps located on the aircraft (5 each wing, 3 under the belly going to the reservoir tank, selector drain, and strainer). Fuel flows by gravity from the two wing tanks to a three-position selector valve, labeled BOTH, RIGHT and LEFT and on to the reservoir tank. From the reservoir tank fuel flows through the auxiliary fuel pump, past the fuel shutoff valve, through the fuel strainer to an engine driven fuel pump. From the engine-driven fuel pump, fuel is delivered to the fuel/air control unit, where it is metered and directed to a fuel distribution valve (manifold) which distributes it to each cylinder. Fuel flow into each cylinder is continuous, and flow rate is determined by the amount of air passing through the fuel/air control unit. It is not necessary to operate the auxiliary fuel pump during normal takeoff and landing, since gravity and the engine-driven pump will supply adequate fuel flow. The auxiliary fuel pump is used for engine priming, vapor suppression, and mechanical pump failures. Fuel system venting is essential to system operation. Blockage of the system will result in decreasing fuel flow and eventual engine stoppage. The interconnected tanks vent thru the left fuel tank vent line, which is equipped with a check valve, that protrudes from the bottom surface of the left wing near the wing strut. Both fuel filler caps are also vented. Instructors Note: Never dump sumped fuel back into the aircraft unless your strainer has been cleaned prior to taking a fuel sample. FUEL SYSTEM (Continued) B3072 LEFT FUEL TANK VENT (WITH CHECK FUEL QUANITY TRANSMITTER VALVE) SCREEN DRAIN VALVE (5 TOTAL) DRAIN VALVE GEA 71 FUEL B FUEL QTY GAL 10 20 QUANITY TRANSMITTER RIGHT FUEL TANK VENT SCREEN DRAIN VALVE (5 TOTAL) FUEL RETURN FUEL RESERVOIR TANK- FUEL RESERVOIR DRAIN PLUG AUXILIARY FUEL PUMP AUXILIARY FUEL PUMP SWITCH FUEL SHUT OFF VALVE KNOB FUEL STRAIN- FUEL SHUTOFF DRAIN VALVE VALVE ENGINE-DRIVEN FUEL PUMP FUEL/AIR CONTROL UNIT FUEL- LEGEND DISTRIBUTION FUEL RETURN FUEL SUPPLY UNIT -FUEL CALC FFLOW GPH 0.0 GEA 71 MECHANICAL ENGINE AND GAL USED 0.0 LINKAGE AIR FRAME UNIT FUEL QTY GAL ELECTRICAL CONNECTION 0585T1063 Figure 7-6. Fuel System Electrical System. The airplane is equipped with a 28-volt direct current (DC) electrical system consisting of a belt-driven 60-ampere alternator and a 24- volt main storage battery. Individual system circuit breakers are found on the circuit breaker panel below the pilot's control wheel. All circuit breakers are "pullable" for electrical load management. The G1000 equipment has non-field replaceable fuses (it is possible to blow an inline fuse and lose avionics in flight that can only be replaced by maintenance. The storage battery is located inside the engine cowling on the left firewall. The alternator and battery are controlled through the MASTER switch (ALT and BAT) found near the top of the pilot's switch panel. Power is supplied to most electrical circuits through two primary buses (ELECTRICAL BUS 1 and ELECTRICAL BUS 2), with an Essential Bus and a crossfeed bus connected between the two primary buses to support essential equipment. The avionics switches supply power to the avionics busses. The system is equipped with a secondary or "standby" battery located between the firewall and the instrument panel. The STBY BATT switch controls power to or from the standby battery. The standby battery is available to supply power to the Essential Bus in the event that alternator and main battery power sources have both failed. If the alternator system fails, the MASTER switch may be set to the OFF position to preserve Main Battery capacity for later in the flight. With the MASTER switch OFF and the STBY BATT switch in the ARM position, the standby battery will power the Essential Bus for a limited time. Time remaining may be estimated by monitoring Essential Bus Voltage. At 20 Volts, the standby battery has little or no capacity remaining. The aircraft's electrical system status is displayed to the crew via the voltmeter, ammeter, and annunciators. Normal bus voltages with the alternator operating shall be about 28 volts. When the voltage for either Main or Essential is at or below 24.5 volts, the numeric value and VOLTS text turns red along with the "LOW VOLTS" annunciation. This is an indication that the alternator is not supplying all the power that is required by the aircraft. (Indicated voltages between 24.5 and 28 volts may occur during low engine RPM conditions). Electric current (AMPS) indication for both the main and Standby batteries is provided at the bottom of the EIS ENGINE or SYSTEM pages, labeled "M BATT S". Main battery current is displayed below the "M". Standby battery current is displayed below the "S". A positive current value (shown in white) indicates that the battery is charging. A negative current value (shown in amber) indicates that the battery is discharging. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the main battery ammeter indicates the main battery discharge rate. In the event that Standby battery discharge is required, normal discharge should be less than 4 Amps. After engine start, with the STBY BATT switch in the ARM position, the Standby Battery ammeter should indicate a charge showing correct charging of Standby Battery System. Ignition System. The engine is provided with two independent ignition systems. The two engine driven magnetos are independent from the power supply system, and are in operation as soon as the propeller is turning and the ignition switch is not off. This ensures safe engine operation even in case of an electrical power failure. When the MAGNETOS switch is rotated to the spring loaded START position, (with the master switch in the ON position), the starter contactor is closed and the starter, now energized, will crank the engine. When the switch is released, it will automatically return to the BOTH position. G1000 System (and other avionics). The C172S avionics include a G1000, KAP 140 autopilot, and standby airspeed, altimeter, and attitude indicators. The G1000 is comprised of several main components: Primary Flight Display (PFD, left) and Multi-Function Display (MFD, right) Audio panel (also supplies connection between PFD & MFD for revisionary mode) 2 Avionics Units (each supplies both GPS and VHF information to G1000) Attitude Heading Reference System (AHRS, sensors replace traditional gyros) Magnetometer (supplies heading information to AHRS, located in left wing) Air Data Computer (ADC, compiles info from pitot/static system and OAT) Engine Monitor (compiles engine info and sends it to avionics unit) Transponder (ADS-B transponder that is operated on PFD) XM data link (provides weather and radio data to MFD) The PFD shows primary flight information in place of traditional pitot- static and gyroscopic instruments, and also provides an HSI for navigation. A slip- skid indicator is located at the top of the attitude indicator. Step on the “brick" instead of the “ball”. Use the reference lines and the magenta line that appears above the heading indicator to identify a standard rate or half-standard rate turn. Outside air temperature (OAT) displays on PFD under the airspeed tape. Ground track can be identified on the heading indicator by a small magenta diamond near the lubber line (only visible when ground track is different than heading). The digital altitude and airspeed readouts are very sensitive and can cause some pilots to continuously make corrections for insignificant deviations. The MFD displays a large scaleable, moving map that corresponds to the airplane's current location. Data from other components of G1000 can be overlaid onto the MFD. The MFD is also the principle display of engine information. Revisionary mode places basic flight info on both PFD and MFD which allows for safe operation if a screen fails. 117.95 180.00 117.95 LOWER 20 20 128 13 10 10 116 195 136.975 124.15 118.00 ALERTS TF CRS&BARD RANGE 7I4 118.75 112.00 120 112.48-117.58 -AZDATEN HAP 119.700 124.150 135 675122.6 2208 عمر LAERINA TINEISTERS 40532 OCLER COM 13 CRSBARO RANGE GARMIN 07 PFD GDU 1040 or GDU 1044B GMA 1347 Audio Panel Reversion Raversionan SYSTEM OVERVIEW MFD GDU 1040 or GDU 10448 No. 1 GIA 63/63W Integrated Avionics Unit 10 VHF.COM WE NAVILOC OPS/W GFC 700 F GDC 74A Air Data Computer CAT Ampeed Atude Vertical Speed No. 2 GIA 63/63W Integrated Avionics Unit 10A GRS 77 AHRS Rate of Tum GPS GMU 44 Magnetometer Heading OVERVIEW INSTRUMENTS GTX 33 Transponder Honeywell KAP 140 Autopilot GEA 71 Engine/Airframe Unit GSA 81 GSA 81 GSA 81 Pitch Servo Pach Trim Roll Servo 15729 GDL 90 Data Link ADS-B Traffic Data APLS EIS & CNS MANAGEMENT AVOIDANCE FLTURES Performance, Weight & Balance Cessna 172s V speeds. Speeds listed below are in Knots Indicated Airspeed (KIAS). Speed KTS Description Airspeed indicator markings Vso 40 Stall speed in landing configuration Vs 48 Stall speed with zero flaps Bottom of White Line Vr 55 Rotation speed (start rotation) Bottom of Green Line Vx 62 Best angle of climb Vy 74 Best rate of climb VG 68 80 Best glide speed Vfe 110 Maximum flap 10 degrees speed Vfe 85 Maximum flap 20-FULL degrees speed Top of White Line Vno 129 Max Structural Cruising Speed Top of Green Line Vne 163 Never exceed speed Red Line Va 105 Maneuvering speed Weight and Balance. Formulas • Weight Arm = Moment • Total Moment ÷ Total Weight = CG • Max Ramp Weight – Zero Fuel Weight = Usable Fuel Weight Fuel Weight ÷ 6 = Fuel Gallons 100 LL (Blue) Fuel Weighs 6 lbs./gal.; Oil Weighs 7.5 lbs./gal. Unusable fuel and oil at full capacity are Included in Basic Empty Weight Maximum Ramp Weight 2558lbs Maximum Take off weight weight 2550lbs Maximum weight in the baggage areas A and B combined: 120lbs (120lbs for area A, 50 lbs for area B) C172S Procedures guide C172s Standard operaton procedures (SOP's). Passenger Briefing SAFETY 1. Safety Belt/Harness Usage 2. Air vent operation Flight instrument check 5. Traffic and Talking 3. Fire Extinguisher 4. Location/Usage Emergency exits, 6. Your questions? canopy usage • Airspeed - reading zero. • Attitude indicator - blue over brown within 5 degrees in 5 minutes. Altimeters - set & Crosscheck (Current Baro setting) within 75 feet of field elevation. • VSI - reading zero (up to 100' deviations are approved but must be taken into account during flight) • Turn coordinator - Wings level ball in the center • HSI/DG aligned with the compass. Compass no cracks no leaks no bubbles, deviation card present. Flight instrument check during taxi • Turn coordinator indicating a turn Inclinometer (Ball) indicating a skid • Compass swinging freely HSI/DG turning freely. Pre-Takeoff Briefing Engine failure or abnormality prior to rotation: • Abort takeoff – throttle immediately closed Brake as required stop straight ahead • If not enough runway to stop: Mixture to cutoff Fuel selector, magnetos, and battery master off avoid obstacles Engine failure after rotation with sufficient runway remaining for a complete stop: Throttle immediately closed Land straight ahead, brake as required Engine failure after rotation with no runway remaining: • • • Maintain control/pitch for best glide Only shallow turns to avoid obstacles Flaps as necessary for safe touchdown Throttle closed • Mixture to cutoff • Fuel selector, magnetos, and battery master off Touchdown at lowest speed possible Take off Procedures. Normal Takeoff (Flaps 0°) Maneuver standards: Vy +10-5kts to a safe altitude. 1. Line up on centerline positioning controls for wind 2. Smoothly apply full power 3. Check engine gauges 4. Right rudder as required for turning tendencies 5. "Airspeed Alive" 6. Start smooth rotation at 55 KIAS 7. Accelerate to 74 KIAS (Vy) 8. "After Takeoff Checklist" 1,000' AGL Normal Takeoff (Flaps 0) CROSSWIND ROSSWINDS AVIATION 1. Line up on centerline 2. Smoothly apply full power 4. check guages 5. Right rudder as required 500'Flaps up "After Takeoff Checklist" out of 1,000' AGL Airspeed Alive" Start smoth rotation at 55 KIAS Accelerate to 74 KIAS (VY) Short field Takeoff (Flaps 10°) Maneuver standards: Vx +10-5kts over obstacle then Vy +10-5kts 1. Select flaps 10° 2. Line up on centerline positioning controls for wind 3. Hold brakes 4. Increase throttle to Full 5. Check engine gauges 6. Release brakes 7. "Airspeed Alive" 8. Briskly rotate at 51 KIAS (or as calculated with performance charts) 9. Accelerate to 56 KIAS (VX) (or as calculated with performance charts) 10. Clear of obstacles, flaps cruise. 11.Accelerate to 74 KIAS (VY) 12. "After Takeoff Checklist" out of 1,000' AGL Short Field Takeoff (Flaps 10°) CROSSWIND ROSSWINDS AVIATION 1. Line up on centerline 2. Hold brakes 3. Throttle Full 4. Check guages 6. Release brakes "After Takeoff Checklist" out of 1,000' AGL Airspeed Alive" Briskly rotate at 51 KIAS 500' Flaps up Accelerate to 56 KIAS (VX) Soft field Takeoff (Flaps 10°) Maneuver standards: Maintain Vx or Vy +10-5kts 1. Flaps 10° 2. Roll onto runway with full aft yoke - minimum braking - do not stop 3. Smoothly apply full power holding full AFT on the yoke - check engine gauges 4. As nose lifts off, ease back pressure (nose wheel must remain off ground) 5. Lift off at lowest possible airspeed - remain in ground effect 6. In ground effect - accelerate to 62 KIAS - begin climb 7. Clear of obstacles, flaps Cruise. 8. Accelerate to 74 KIAS (Vy) 9. "After Takeoff Checklist" out of 1,000' AGL Soft Field Takeoff (Flaps 10) CROSSWIND ROSSWINDS AVIATION 1. Roll onto runway with full aft yoke 2. Smoothly apply full power Lift off at lowest possible airspeed remain in ground Start smooth Airspeed Alive" 500'flaps up "After Takeoff Checklist" out of 1,000' AGL rotation at 58 KIAS Accelerate to 74 KIAS (Vy) Accelerate to 62KIAS in ground effect