Pilot’s Operating Handbook Cardinal

Oil --------------------------------------------------------------------------- 1-4 Maximum Certificated Weights -------------------------------------- 1-4 Standard Airplane Weights ------------------------------------------- 1-5 Cabin and Entry Dimensions ----------------------------------------- 1-5 Baggage Space and Entry Dimensions --------------------------- 1-5 Specific Loadings ------------------------------------------------------- 1-5 Symbols, Abbreviations and Terminology General Airspeed Terminology and Symbols -------------------- 1-5 Meteorological Terminology ------------------------------------------ 1-6 Engine Power Terminology ------------------------------------------- 1-6 Airplane Performance and Flight Planning Terminology ------ 1-6 Weight and Balance Terminology----------------------------------- 1-7 CESSNA 177B SECTION 1 GENERAL 1-2 Figure 1-1 Three – View CESSNA 177B SECTION 1 GENERAL 1-3 INTRODUCTION This handbook contains 9 sections, and includes the material required to be furnished to the pilot by FAR Part 23. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest and 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-360-AAF6D Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally-opposed, carburetor-equipped, four-cylinder engine with 361 cu. In. displacement Horsepower Rating and Engine Speed: 180 rated BHP at 2700 RPM PROPELLER Propeller Manufacturer: McCauley Accessory Division Propeller Model Number: B2D34C211 / 82PCA – 6 Number of blades: 2 Propeller Diameter, Maximum: 76” Minimum: 75: Propeller Type: Constant speed and hydraulically actuated, with a low pitch setting of 12.1° and a high pitch setting of 26.0° (30 inch station) FUEL Approved Fuel Grades (and Colors) 100 LL Grade Aviation Fuel (Blue) 100 (Formerly 100/130 Grade Aviation Fuel (Green) Fuel Capacity Standard Tanks: Total Capacity: 50 gallons Total Capacity, each tank: 25 gallons Total Usable: 49 gallons Long-range tanks Total Capacity: 61 gallons Total Capacity, each tank: 30.5 gallons Total Usable: 60 gallons NOTE: AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS. CESSNA 177B SECTION 1 GENERAL 1-4 NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding OIL Oil Grade (Specification) MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25 hour oil-change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corrosion-preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized Recommended Viscosity for Temperature Range MIL –L-6082 Aviation Grade Straight Mineral Oil SAE 50 above 16°C (60°F) SAE 40 between -1°C (30°F) and 32°C (90°F) SAE 30 between -18°C (0°F) and 21°C (70°F) SAE 20 below -12°C (10°F) MIL –L-22851 Ashless Dispersant Oil: SAE 40 or SAE 50 above 16°C (60°F) SAE 40 between -1°C (30°F) and 32°C (90°F) SAE 30 between -18°C (0°F) and 21°C (70°F) SAE 30 below -12°C (10°F) Oil Capacity Sump: 8 quarts Total: 9 quarts MAXIMUM CERTIFICATED WEIGHTS Takeoff, Normal Category 2500 pounds Utility Category 2200 pounds Landing Normal Category 2500 pounds Utility Category 2200 pounds Weight in baggage compartment, Normal Category: Baggage, passenger on auxiliary seat, or cargo area 2 and hatshelf – Station 142 to 185: 120 pounds NOTE The maximum combined weight for cargo area 2 and the hatshelf is 120 pounds. The maximum weight capacity for the hatshelf is 25 pounds CESSNA 177B SECTION 1 GENERAL 1-5 Weight in baggage compartment, Utility Category: In this category, the baggage compartment and rear seat must not be occupied STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Cardinal 1533 lbs Cardinal II 1560 lbs Maximum Useful Load Normal Category Utility Category Cardinal: 967 lbs 667 lbs Cardinal II 940 lbs 640 lbs CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. SPECIFIC LOADINGS Wing Loading 14.4 lbs / sq. ft. Power Loading 13.9 lbs / hp SYMBOLS, ABBREVIATIONS AND TEMINOLOGY GENERAL AIRSPEED TEMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is the indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level KIAS Knots Indicated Airspeed is the speed show on the airspeed indicator and expressed in knots KTAS Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude VA Maneuvering Speed is the maximum speed at which you many use abrupt control travel. VFE Maximum Flap Extension Speed is the highest speed permissible with wing flaps in a prescribed extended position VNO Maximum Structural Cruising Speed is the speed that should CESSNA 177B SECTION 1 GENERAL 1-6 not be exceeded except in smooth air, then only with caution. VNe Never Exceed Speed is the speed limit that may not be exceeded at any time. VS Stalling Speed or the minimum steady flight speed at which the airplane is controllable VSO Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity VX Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance V Y Best Rate-of-Climb Speed is the speed which results in the greatest gain in a given time METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. It is expressed in either Celsius (formerly Centigrade) or degrees Fahrenheit. Standard Temperature Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 1,000 feet of altitude. Pressure Altitude Pressure Altitude is the altitude read from an altimeter when the altimeter’s barometric scale has been set to 29.92 inches of mercury (1013 mb) ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine RPM Revolutions per minute is the engine speed MP Manifold Pressure is a pressure measured in the engine’s induction system and is expressed in inches of mercury (Hg) AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demonstrated Crosswind Velocity Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning CESSNA 177B SECTION 1 GENERAL 1-7 Unusable Fuel Unusable Fuel is the quantity of fuel that can not be safely used in flight GPH Gallons per Hour is the amount of fuel (in gallons) consumed per hour. NMPG Nautical Miles per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific power setting and / or flight configuration. G G is acceleration due to gravity WEIGHT AND BALANCE TERMINOLOGY Reference Datum Reference Datum is an imaginary plane from which all horizontal distances are measured for balance purposes Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item Moment Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits). Center of Gravity (C.G.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found dividing the total moment by the total weight of the airplane C.G. Arm Center of Gravity Arm is the arm obtained by adding the airplane’s individual moments and dividing the sum by the total weight. C.G. Limits Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight Basic Empty Weight is the standard empty weight plus the weight of optional equipment CESSNA 177B SECTION 1 GENERAL 1-8 Useful Load Useful Load is the difference between takeoff weight and the basic empty weight. Gross (Loaded) Weight Gross (Loaded) Weight is the maximum weight approved for the start of the takeoff run. Maximum Landing Weight Maximum Landing Weight is the maximum weight approved for the landing touchdown Tare Tare is the weight of chocks, blocks, stands, etc. used in weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. CESSNA 177B SECTION 2 LIMITATIONS 2-1 SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction--------------------------------------------------------------------- 2-1 Airspeed Limitations --------------------------------------------------------- 2-2 Airspeed Indicator Markings ----------------------------------------------- 2-2 Power Plant Limitations ----------------------------------------------------- 2-2 Power Plant Instrument Markings ---------------------------------------- 2-3 Weight Limits Normal Category -------------------------------------------------------- 2-3 Utility Category----------------------------------------------------------- 2-4 Center of Gravity Limits Normal Category -------------------------------------------------------- 2-4 Utility Category----------------------------------------------------------- 2-4 Maneuver Limits Normal Category -------------------------------------------------------- 2-4 Utility Category----------------------------------------------------------- 2-4 Flight Load Factor Limits Normal Category -------------------------------------------------------- 2-5 Utility Category----------------------------------------------------------- 2-5 Kinds of Operation Limits--------------------------------------------------- 2-5 Fuel Limitations --------------------------------------------------------------- 2-6 Placards------------------------------------------------------------------------- 2-7 INTRODUCTION Section 2 includes operating limitations, instrument markings and basic placards necessary for the safe operation of the airplane, its engine, standard systems, and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equipment are included in Section 9. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings Chart (Figure 2-2) are based Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. A13CE as Cessna Model No 177B. CESSNA 177B SECTION 2 LIMITATIONS 2-2 AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 161 167 Do not exceed this speed in any operation VNO Maximum Structural Cruising Speed 134 138 Do not exceed this sped except in smooth air, and then only with caution VA Maneuvering Speed 2500 pounds 2100 pounds 1700 pounds 101 93 84 102 93 83 Do not make full or abrupt control movements above this speed. VFE Maximum Flap Extended Speed To 10° Flaps 10° to 30° Flaps 113 90 115 90 Do not exceed these speeds with the given flap settings Maximum Window Open Speed 104 105 Do not exceed this speed with windows open Figure 2-1 Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING KIAS VALUE OR RANGE SIGNIFICANCE White Arc 45 – 90 Full Flap Operating Range. Lower limit is maximum weight VSO in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 54 – 138 Normal Operating Range. Lower limit is maximum weight V S at most forward C.G. with flaps retracted. Upper limit is maximum cruising speed Yellow Arc 138 – 167 Operations must be conducted with caution and only in smooth air Red Line 167 Maximum speed for all operations. Figure 2-2 Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Avco Lycoming Engine Serial Number: O-360-A1F6D Engine Operating Limits for Takeoff and Continuous Operations Maximum Power: 180 BHP Maximum Engine Speed: 2700 RPM Maximum Cylinder Head Temperature: 260°C (500°F) Maximum Oil Temperature: 118°C (245°F) CESSNA 177B SECTION 2 LIMITATIONS 2-3 Oil Pressure, Minimum 25 psi Maximum 100 psi Fuel Pressure, Minimum 2 psi Maximum 8 psi Propeller Manufacturer: McCauley Accessory Division Propeller Model Number: B2D34C211 / 82PCE-6 Propeller Diameter, Maximum: 76 inches Minimum: 75 inches Propeller Blade Angle at 30 inch station, Low: 12.1° High: 26.0° Propeller Operating Limits: Avoid continuous operations between 1700 and 1900 RPM with less than 10 inches manifold pressure. POWER PLANT INDICATOR MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3 RED LINE GREEN ARC YELLOW ARC RED LINE INSTRUMENT MINIMUM LIMIT NORMAL OPERATING CAUTION RANGE MAXIMUM LIMIT Tachometer SL to 8,000 Ft 8,000 Ft and above ------ 2100 – 2500 RPM (inner arc) 2100 – 2700 RPM (outer arc) 1700 – 1900 RPM 2700 RPM Manifold Pressure ------ 15 – 24 in Hg. ------ ------ Oil Temperature ------ 100° - 125° F ------ 245°F Cylinder Head Temperature ------ 200° - 500° F ------ 500°F Fuel Pressure 2 psi 2 - 8 psi ------ 8 psi Oil Pressure 25 psi 60 – 90 psi ------ 100 psi Carburetor Air Temperature ------ ------ -15°C - 5°C ------ Figure 2-3 Power Plant Instrument Markings WEIGHT LIMITS NORMAL CATEGORY Maximum Takeoff Weight: 2500 lbs Maximum Landing Weight 2500 lbs Weight in Baggage Compartment, Normal Category: Baggage, passenger on auxiliary seat, or cargo area 2 and hatshelf – Station 142 to 185 120 lbs. CESSNA 177B SECTION 2 LIMITATIONS 2-4 NOTE The maximum combined weight capacity for cargo area 2 and the hatshelf is 120 pounds. The maximum weight capacity for the hatshelf is 25 lbs. UTILITY CATEGORY Maximum Takeoff Weight: 2200 lbs Maximum Landing Weight 2200 lbs Weight in Baggage Compartment: in the utility category, the baggage compartment and rear seat must not be occupied. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range: ¾ Forward: 101.0 inches aft of datum at 2000 lbs or less, to 102.2 inches aft of datum at 225 lbs; to 105.7 inches aft of datum at 2500 pounds, with straight ling variation between points. ¾ Aft: 114.5 inches aft of datum at all weights ¾ Reference Datum: 54.0 inches forward of front face of lower portion of firewall UTILITY CATEGORY Center of Gravity Range: ¾ Forward: 101.0 inches aft of datum at 2000 lbs or less, with straight line variation to 102.0 inches aft of datum at 2200 lbs ¾ Aft: 109 inches aft of datum at all weights ¾ Reference Datum: 54.0 inches forward of front face of lower portion of firewall MANEUVER LIMITS This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls) lazy eights, chandelles, and turns in which the angle be bank is not more than 60°. Aerobatic maneuvers, including spins, are not approved. UTILITY CATEGORY This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, instrument 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 the utility category, the baggage compartment and rear seat must not be occupied. No aerobatic maneuvers are approved except those listed below: CESSNA 177B SECTION 2 LIMITATIONS 2-5 MANEUVER RECOMMENDED ENTRY SPEED* Chandelles ----------------------------------------------------100 knots Lazy Eights----------------------------------------------------100 knots Steep Turns ---------------------------------------------------100 knots Spins------------------------------------------------ Slow Deceleration Stalls ------------------------------------------------ Slow Deceleration * Abrupt use of controls is prohibited above 102 knots Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. Intentional spins with flaps extended are prohibited. FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY Flight Load Factors (Gross Weight – 2500 lbs) Flaps Up ----------------------------------------------- + 3.8 g, -1.52 g Flaps Down ------------------------------------------------------- +3.5 g The design load factors are 150% of the above, and in all cases the structure meets or exceeds design loads. UTILITY CATEGORY Flight Load Factors (Gross Weight – 2200 lbs) Flaps Up ------------------------------------------------- + 4.4 g, -1.7 g Flaps Down ------------------------------------------------------- +3.5 g The design load factors are 150% of the above, and in all cases the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. CESSNA 177B SECTION 2 LIMITATIONS 2-6 FUEL LIMITATIONS 2 Standard Tanks: 25 gallons each Total Fuel: 50 US gallons Total Capacity, each tank: 25 gallons Usable Fuel; (all flight conditions) 49 US Unusable Fuel: 1.0 US gallons 2 Long Range Tanks: 30.5 gallons each Total Fuel: 61 US gallons Total Capacity, each tank: 25 gallons Usable Fuel; (all flight conditions) 49 US Unusable Fuel: 1.0 US gallons NOTE: AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding. NOTE Take off and land with the fuel selector valve in the BOTH ON position. Approved Fuel Grades (and Colors) 100 LL Grade Aviation Fuel (Blue) 100 (Formerly 100/130 Grade Aviation Fuel (Green) CESSNA 177B SECTION 2 LIMITATIONS 2-7 PLACARDS The following information is displayed in the form of composite 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.) This airplane must be operated in compliance with the operating limitations as stated in the form of placards, markings, and manuals. ------------------- MAXIMUMS ------------------- Normal Category Utility Category MANEUVERING SPEED (IAS) -------------- 102 knots ------------- 102 knots GROSS WEIGHT--------------------------------- 2500 lbs--------------- 2200 lbs FLIGHT LOAD FACTOR Flaps Up ------------------------------------------ +3.8, - 1.52 ----------- +4.4, -1.78 Flaps Down -------------------------------------------+3.5 --------------------+3.5 Normal Category – No acrobatic maneuvers including spins approved. Utility Category – Baggage compartment and rear seat must not be occupied. -------------------NO ACROBATIC MANEUVERS APPROVED------------------- EXCEPT THOSE LISTED BELOW Maneuver Recm. Entry Speed Maneuver Rec’m. Entry Speed Chandelles 100 knots Spins Slow Deceleration Lazy Eights 100 knots Stalls (except whip stalls) Slow Deceleration Steep Turns 100 knots Altitude loss in stall recovery – 180 feet Abrupt use of controls prohibited above 102 knots Spin Recovery: opposite rudder – forward stabilator – neutralize controls. Intentional spins with flaps extended are prohibited. Flight into known icing is prohibited. This airplane is certified for the following flight operations as of the date of original airworthiness certificate: DAY – NIGHT – VFR – IFR CESSNA 177B SECTION 2 LIMITATIONS 2-8 (2) On control lock Control Lock – remove before starting engine (3) On fuel shut-off control (at appropriate location): Fuel shut-off – pull off (4) On fuel selector valve (standard tanks): Both - - 49 gal Left - - 24.5 gal Right - - 24.5 gal Both on for takeoff and landing (5) On fuel selector valve (long-range tanks): Both - - 60 gal Left - - 30 gal Right - - 30 gal Both on for takeoff and landing (5) Aft of fuel tank (standard tanks) Service this airplane with 91 / 96 minimum or 100 / 130 grade aviation gasoline. Total capacity 25 gal. Capacity to line of holes inside filler neck 22.0. (5) Aft of fuel tank (long range tanks) Service this airplane with 91 / 96 minimum or 100 / 130 grade aviation gasoline. Total capacity 30 gal. Capacity to line of holes inside filler neck 22.0. (6 In baggage compartment 120 pounds maximum baggage and / or auxiliary seat passenger, including 25 pounds maximum in baggage wall hatshelf. For additional loading instructions, see weight and balance data. (7) Next to door ventilation window Do not open window above 105 knots or when using alternate static source. (8) On wing flap indicator 0° to 10° (Blue color code and 115 knot callout; also mechanical detent at 10°) 10° - 20° - 30° (Indices at these positions with white color code and 90 knot callout; also, mechanical detent at 20°) (9) On manifold gage: With less than 10” manifold pressure, avoid continuous operation between 1700 – 1900 RPM (10) On the instrument panel near the over-voltage light HIGH VOLTAGE CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction--------------------------------------------------------------------- 3-2 Airspeeds for Emergency Operation------------------------------------- 3.2 OPERATIONAL CHECKLIST Engine Failure ----------------------------------------------------------------- 3-3 Engine Failure During Takeoff Run--------------------------------- 3-3 Engine Failure Immediately After Takeoff------------------------- 3-3 Engine Failure During Flight------------------------------------------ 3-3 Forced Landings -------------------------------------------------------------- 3-3 Emergency Landing Without Engine Power ---------------------- 3-3 Precautionary Landing with Engine Power ----------------------- 3-4 Ditching -------------------------------------------------------------------- 3-3 Fires ----------------------------------------------------------------------------- 3-4 During Start on Ground ------------------------------------------------ 3-4 Engine Fire in Flight ---------------------------------------------------- 3-5 Electrical Fire in Flight ------------------------------------------------- 3-5 Cabin Fire ----------------------------------------------------------------- 3-5 Wing Fire ------------------------------------------------------------------ 3-5 Icing ------------------------------------------------------------------------------ 3-6 Inadvertent Icing Encounter ------------------------------------------ 3-6 Static Source Blockage (Erroneous Instrument Reading Suspected) ------------ 3-6 Landing with a Flat Main Tire---------------------------------------------- 3-6 Electrical Power Supply System Malfunctions ------------------------ 3-7 Over—Voltage Light Illuminates------------------------------------- 3-7 Ammeter Shows Discharge------------------------------------------- 3-7 AMPLIFIED PROCEDURES Engine Failures --------------------------------------------------------------- 3-7 Forced Landings -------------------------------------------------------------- 3-7 Fires ----------------------------------------------------------------------------- 3-8 Emergency Operations in Clouds (Vacuum System Failure) ------ 3-8 Executing a 180° Turn in Clouds ------------------------------------ 3-8 Emergency Descent Through Clouds ------------------------------ 3-9 CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-2 Recovery From a Spiral Dive----------------------------------------- 3-9 Flight In Icing Conditions ------------------------------------------------- 3-10 Static Source Blocked------------------------------------------------ 3-10 Spins--------------------------------------------------------------------------- 3-10 Rough Engine Operation Or Loss Of Power------------------------- 3-11 Carburetor Icing ------------------------------------------------------- 3-11 Spark Plug Fouling---------------------------------------------------- 3-11 Magneto Malfunction ------------------------------------------------- 3-11 Low Oil Pressure ------------------------------------------------------ 3-11 Electrical Power Supply Malfunctions --------------------------------- 3-12 Excessive Rate of Charge ------------------------------------------ 3-12 Insufficient Rate of Charge ----------------------------------------- 3-13 INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with the ELT and other optional systems can be found in Section 9 AIRSPEEDS FOR EMERGENCY OPERATION Engine failure after takeoff: Wing Flaps Up-----------------------------------------70 KIAS Wing Flaps Down-------------------------------------65 KIAS Maneuvering Speed 2500 Lbs ---------------------------------------------- 102 KIAS 2100 Lbs ------------------------------------------------93 KIAS 1700 Lbs ------------------------------------------------83 KIAS Maximum Glide 2500 Lbs ------------------------------------------------75 KIAS 2100 Lbs ------------------------------------------------70 KIAS 1700 Lbs ------------------------------------------------65 KIAS Precautionary landing with engine power ---------------65 KIAS Landing without engine power Wing Flaps Up-----------------------------------------75 KIAS Wing Flaps Down-------------------------------------65 KIAS CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-3 OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle - - IDLE 2. Brakes - - APPLY 3. Wing Flaps - - RETRACT 4. Mixture - - IDLE CUT-OFF 5. Ignition Switch - - OFF 6. Master Switch - - OFF ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed - - 70 KIAS 2. Mixture - - IDLE CUT-OFF 3. Fuel Shut-off Valve - - OFF (pull sharply to break safety wire) 4. Ignition Switch - - OFF 5. Wing Flaps - - AS REQUIRED 6. Master Switch - - OFF ENGINE FAILURE DURING FLIGHT 1. Airspeed - - 75 KIAS 2. Carburetor Heat - - ON 3. Fuel Selector - - BOTH 4. Fuel Shutoff Valve - - ON 5. Mixture - - RICH 6. Auxiliary Fuel Pump - - ON for 3-5 seconds with throttle open ½ inch; then OFF 7. Ignition Switch - - BOTH (or START if propeller has stopped). FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed - - 75 KIAS (flaps UP), / 65 KIAS (flaps DOWN) 2. Mixture - - IDLE CUT-OFF 3. Fuel Shut-off Valve - - OFF (pull sharply to break safety wire) 4. Ignition Switch - - OFF 5. Wing Flaps - - AS REQUIRED (30° recommended) 6. Master Switch - - OFF 7. Doors - - UNLATCH PRIOR TO TOUCHDOWN 8. Touchdown - - SLIGHTLY TAIL LOW 9. Brakes - - APPLY HEAVILY CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-4 PRECAUTIONARY LANDING WITH ENGINE POWER 1. Airspeed - - 65 KIAS 2. Wing Flaps - - 15° 3. Selected Field - - FLY OVER, noting terrain and obstructions, then retract flaps upon reaching s safe altitude and airspeed 4. Radio and Electrical Switches - - OFF 5. Wing Flaps - - 30° (on final approach) 6. Airspeed - - 65 KIAS 7. Master Switch - - OFF 8. Doors - - UNLATCH PRIOR TO TOUCHDOWN 9. Touchdown - - SLIGHTLY TAIL LOW 10. Ignition Switch - - OFF 11. Brakes - - APPLY HEAVILY DITCHING 1. Radio - - TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions. 2. Heavy Objects (in baggage area) - - SECURE OR JETTISON 3. Flaps - - 30° 4. Approach - - High Winds, Heavy Seas - - INTO THE WIND Light Winds, Heavy swells - - PARALLEL TO SWELLS 5. Power - - ESTABLISH 300 FT / MIN DESCENT AT 60 KIAS 6. Cabin Doors - - UNLATCH 7. Touchdown - - LEVEL ATTITUDE AT 300 FT / MIN DESCENT 8. Face - - CUSHION at touchdown with folded coat 9. Airplane - - EVACUATE through cabin doors. If necessary, open vent window to 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 a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power - - 1800 for a few minutes 3. Engine - -SHUDOWN and inspect for damage If engine fails to start: 4. Cranking - - CONTINUE 5. Fire Extinguisher - - OBTAIN (have ground attendants obtain if not installed) 6. Engine - - SECURE CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-5 a. Master Switch - - OFF b. Ignition Switch - - OFF c. Fuel Shutoff Valve - - OFF (pull sharply to break safety wire) 7. Fire - - EXTINGUISH using fire extinguisher, wool blanket or dirt 8. Fire damage - - INSPECT, repair damage or replace components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture - - IDLE CUT-OFF 2. Fuel shutoff Valve - - OFF (pull sharply to break safety wire) 3. Master Switch - - OFF 4. Cabin Heat and Air - - OFF (except overhead vents) 5. Airspeed - - 105 KIAS (if fire is not extinguished, increase glide) 6. Forced Landing - - EXECUTE (as described in Landing Without Engine Power) ELECTRICAL FIRE IN FLIGHT 1. Master Switch - - OFF 2. All Other Switches (except ignition switch) - - OFF 3. Vents / Cabin Air / Heat - - CLOSED 4. Fire Extinguisher - - ACTIVATE (if available) WARNING After discharging an extinguisher within closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 5. Master Switch - - ON 6. Circuit Breakers - - CHECK for faulty circuit, do not reset. 7. Radio / Electrical Switches - - ON one at a time, with delay after each until short circuit is localized. 8. Vents / Cabin Air / Heat - - OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 1. Master Switch - - OFF 2. Vents / Cabin Air / Heat - - CLOSED to avoid drafts 3. Fire Extinguisher - - ACTIVATE (if available) WARNING After discharging an extinguisher within closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. WING FIRE CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-6 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 ICING INADVERTANT ICING ENCOUNTER 1. Turn pitot heat switch ON ( if installed) 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat and defroster controls full out to obtain maximum windshield defroster effectiveness. 4. Increase engine speed to minimize ice build-up on propeller blades. 5. Watch for signs of carburetor air filter ice and apply carburetor heat as required. Unexplained loss of manifold pressure could be caused by carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is used continuously. 6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable “off airport” site. 7. With an ice accumulation of ¼ inch or more on the wing leading edges, be prepared for significantly higher stall speed. 8. Leave wing flaps retracted. With a sever ice build-up on the stabilator, the change in wing wake airflow direction caused by wing flap extension could result in a loss of stabilator effectiveness. 9. Perform a landing approach using a forward slip, if necessary for improved visibility. 10. Approach at 75-85 KIAS, depending upon the amount of ice accumulation 11. Perform a landing in a level attitude STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Vent windows - - CLOSED 2. Alternate Static Source Valve - - PULL ON 3. Airspeed - - Consult appropriate table in Section 5 LANDING WITH A FLAT MAIN TIRE 1. Wing Flaps - - AS DESIRED (0° to 10° below 115 KIAS; 10° – 30° below 90 KIAS) 2. Make normal approach CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-7 3. Touchdown - - GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES 1. Master Switch - - OFF (both sides) 2. Master Switch - - ON 3. Over-Voltage Light - - OFF If over-voltage light illuminates again: 4. Flight - - TERMINATE as soon as practical. AMMETER SHOWS DISCHARGE 5. Alternator - - OFF 6. Nonessential Electrical Equipment - - OFF 7. Flight - - TERMINATE as soon as practical AMPLIFIED PROCEDURES ENGINE FAILURES If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° gliding turn necessary to return to the runway. 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 force landing without power must be completed. 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 in the checklist for engine- off emergency landings. CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-8 Before attempting an “off-airport” landing with engine power available, one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants’ face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions. Figure 3-1 Maximum Glide FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in the elimination of the fire. EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight in marginal weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically- powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 180° TURN IN COUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-9 1. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 2. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 3. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 4. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 5. Maintain altitude and airspeed by cautious application of stabilator control. Avoid over-controlling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180° turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain a 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 minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Apply full rich mixture. 2. Apply full carburetor heat. 3. Reduce power to set up a 500 to 800 ft / min rate of descent. 4. Adjust the stabilator and rudder trim control wheels for a stabilized descent at 80 KIAS. 5. Keep hands off of control wheel. 6. Monitor turn coordinator and make corrections by rudder alone. 7. Adjust rudder trim to relieve unbalanced rudder force, if present. 8. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 9. 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 coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply stabilator back pressure to slowly reduce the indicated airspeed to 80 KIAS 4. Adjust the stabilator trim control to maintain an 80 KIAS glide. CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-10 5. Keep hands off of the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. 6. Apply carburetor heat. 7. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 8. Upon breaking out of clouds, resume normal cruising flight. FLIGHT IN 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 the icing conditions. STATIC SOURCE BLOCKED If erroneous instrument readings are suspected due to water or ice in the pressure lines going to the standard external static pressure source, the alternate static source valve should be pulled on. To avoid the possibility of large errors, the vent windows should not be open when using the alternated static source. The Airspeed Calibration chart (Figure 5-1) reflects the errors under the most adverse condition (vents and windows open) and does not imply that the alternate static source should be used with that configuration. Theses speeds will provide an adequate margin of safety with vents and windows closed. Altimeter readings may vary as much as 100 feet using the alternate static source with vents and windows open. SPINS Should an inadvertent spin occur, the following procedures should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. PREMATURE RELAXATION OF THE CONTROL INPUTS MAY EXTEND THE RECOVERY. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-11 NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. For additional information on spins and spin recovery, see the discussion under SPINS in Normal Procedures (Section 4). ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knot full out until the engine runs smoothly; then remove carburetor head and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused 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 either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the most likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem dos not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation 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 that the oil pressure gage or relief valve is malfunctioning or a leak has developed in the oil line from the engine to the oil pressure gage transducer on the firewall. A leak in this line is not necessarily cause for an immediate precautionary landing because an orifice in the line will prevent a sudden loss of oil from the engine sump. Low electrical system voltage will also cause low oil pressure gage readings. This can be verified by checking the condition of the CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-12 electrical system and the indications of the other gages in the engine instrument cluster. As electrical system voltage to the instrument cluster drops, all gage readings will drop proportionally. In the event of a suspected mechanical or electrical malfunction, land as soon as practical to properly identify and correct the problem. If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power to reach the desired touchdown spot. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above- normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 16 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. If the light illuminates again, a malfunction is confirmed. In this even, the flight should be terminated and / or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for the later operation of the wing flaps and possible use of the landing lights during landing. CESSNA 177B SECTION 3 EMERGENCY PROCEDURES 3-13 INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All nonessential equipment should be turned off and the flight terminated as soon as practical. As system voltage deteriorates, all of the readings in the engine instrument cluster will drop proportionally. A complete electrical system failure will cause all readings (including oil pressure) to drop to zero. CESSNA 177B SECTION 4 NORMAL PROCEDURES 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Introduction--------------------------------------------------------------------- 4-3 Speeds for Normal Operation --------------------------------------------- 4-3 CHECKLIST PROCEDURES Preflight Inspection----------------------------------------------------------- 4-4 Cabin ----------------------------------------------------------------------- 4-4 Empennage--------------------------------------------------------------- 4-4 Right Wing, Trailing Edge --------------------------------------------- 4-5 Right Wing ---------------------------------------------------------------- 4-5 Nose------------------------------------------------------------------------ 4-5 Left Wing ------------------------------------------------------------------ 4-5 Left Wing, Leading Edge ---------------------------------------------- 4-6 Left Wing, Trailing Edge ----------------------------------------------- 4-6 Before Starting Engine ------------------------------------------------------ 4-6 Starting Engine---------------------------------------------------------------- 4-6 Before Takeoff----------------------------------------------------------------- 4-6 Takeoff -------------------------------------------------------------------------- 4-7 Normal Takeoff ---------------------------------------------------------- 4-7 Short field Takeoff------------------------------------------------------- 4-7 Enroute Climb ----------------------------------------------------------------- 4-7 Maximum Performance Climb --------------------------------------- 4-8 Cruise --------------------------------------------------------------------------- 4-8 Descent ------------------------------------------------------------------------- 4-8 Before Landing ---------------------------------------------------------------- 4-8 Landing ------------------------------------------------------------------------- 4-8 Normal Landing ------------------------------------------------------ 4-8 Short Field Landing ------------------------------------------------- 4-8 Balked Landing------------------------------------------------------- 4-9 After Landing ------------------------------------------------------------------ 4-9 Securing Airplane------------------------------------------------------------- 4-9 AMPLIFIED PROCEDURES Starting Engine---------------------------------------------------------------- 4-9 Taxiing ------------------------------------------------------------------------ 4-10 Before Takeoff--------------------------------------------------------------- 4-11 CESSNA 177B SECTION 4 NORMAL PROCEDURES 4-2 Warm-Up ---------------------------------------------------------------- 4-11 Magneto Check -------------------------------------------------------- 4-12 Alternator Check------------------------------------------------------- 4-12 Takeoff ------------------------------------------------------------------------ 4-12 Power Check ----------------------------------------------------------- 4-12 Wing Flap Settings---------------------------------------------------- 4-13 Crosswind Takeoff ---------------------------------------------------- 4-13 Enroute Climb --------------------------------------------------------------- 4-13 Cruise ------------------------------------------------------------------------- 4-13 Leaning with a Cessna Economy Mixture Indicator (EGT) - 4-15 Stalls --------------------------------------------------------------------------- 4-15 Spins--------------------------------------------------------------------------- 4-15 Landing ----------------------------------------------------------------------- 4-17 Short Field Landing --------------------------------------------------- 4-17 Crosswind Landing --------------------------------------------------- 4-18 Balked Landing -------------------------------------------------------- 4-18 Cold Weather Operations ------------------------------------------------ 4-18 Starting ------------------------------------------------------------------ 4-18 Flight Operations ------------------------------------------------------ 4-20 Hot Weather Operation --------------------------------------------------- 4-20 Noise Abatement ----------------------------------------------------------- 4-20 CESSNA 177B SECTION 4 NORMAL PROCEDURES 4-3 INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operations. Normal procedures associated with Optional Systems can be found in Section 9 SPEEDS FOR NORMAL OPERATION Unless otherwise noted, he following speeds are based on a maximum weight of 2500 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distances, the speed appropriate to the particular weight must be used. Takeoff: Normal climbout---------------------------------------------------- 65-75 KIAS Short Field Takeoff, Flaps 15°, speed at 50 feet--------------- 57 KIAS Enroute Climb, Flaps Up: Normal---------------------------------------------------------------- 75-85 KIAS Best Rate of Climb, Sea Level ------------------------------------- 79 KIAS Best Rate of Climb, 10,000 feet------------------------------------ 70 KIAS Best Angle of Climb, Sea Level ------------------------------------ 65 KIAS Best Angle of Climb, 10,000 feet ---------------------------------- 65 KIAS Landing Approach: Normal Approach, Flaps Up ------------------------------------ 70-80 KIAS Normal Approach, Flaps 30°------------------------------------ 60-70 KIAS Short Field Approach, Flaps 30° ----------------------------------- 61 KIAS Balked Landing: Maximum Power, Flaps 20°---------------------------------------- 65 KIAS Maximum Recommended Turbulent Air Penetration Speed: 2500 Lbs ----------------------------------------------------------------102 KIAS 2100 Lbs ----------------------------------------------------------------- 93 KIAS 1700 Lbs ----------------------------------------------------------------- 83 KIAS Maximum Demonstrated Crosswind Velocity: Takeoff or Landing ----------------------------------------------------16 Knots CESSNA 177B SECTION 4 NORMAL PROCEDURES 4-4 NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice, or snow from wing, tail, and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. If a night flight is planned, check operation of all lights and make sure a flashlight is available. Figure 4-1 Preflight Inspection CHECKLIST PRCEDURES PREFLIGHT INSPECTION CABIN 1. Control Wheel Lock - - REMOVE 2. Ignition Switch - - OFF 3. Master Switch - - ON 4. Fuel Quantity Indicators - - CHECK QUANTITY 5. Master Switch - - OFF 6. Fuel Selector Valve - - BOTH 7. Fuel Shutoff Valve Knob (Safety wired) - - ON 8. Baggage Door - - CHECK for security, lock with key if child’s seat is to be occupied EMPENAGE 1. Rudder Gust Lock - - REMOVE 2. Tail Tie-Down - - DISCONNECT CESSNA 177B SECTION 4 NORMAL PROCEDURES 4-5 3. Control Surfaces - - CHECK for freedom of movement and security RIGHT WING Trailing Edge 1. Aileron - - CHECK for freedom of movement and security 2. Fuel Tank Vent Opening (at wing tip trailing edge) - - CHECK for stoppage RIGHT WING 1. Wing Tie-Down - - DISCONNECT 2. Main Wheel Tire - - CHECK for proper inflation 3. Before first flight and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade. 4. Fuel Quantity – CHECK VISUALLY for desired level 5. Fuel Filler Cap - - SECURE NOSE 1. Static Source Openings (Both sides of fuselage) - - CHECK for stoppage 2. Engine Oil Level - - CHECK; do not operate with less than 6 quarts. Fill to eight quarts for extended flights. 3. Before first flight and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment. Check strainer drain closed If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, fuel selector valve drain plug, fuel vent line drain plugs, and fuel reservoir quick-drain valve will be necessary 4. Propeller and Spinner - - CHECK for nicks, security and oil leaks 5. Carburetor Air Filter (inside left nose cap opening) - - CHECK for condition and cleanliness 6. Landing and Taxi Lights - - CHECK for condition and cleanliness 7. Nose Wheel Strut and Tire - - CHECK for proper inflation 8. Nose Tie-Down - - DISCONNECT LEFT WING 1. Main Wheel Tire - - CHECK for proper inflation 2. Before first flight and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade. 3. Fuel Quantity – CHECK VISUALLY for desired level 4. Fuel Filler Cap - - SECURE CESSNA 177B SECTION 4 NORMAL PROCEDURES 4-6 LEFT WING LEADING EDGE 1. 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 waning horn will confirm system operation 2. Pitot Tube Cover - - REMOVE and check for stoppage 3. Wing Tie-Down - - DISCONNECT LEFT WING Trailing Edge 1. Fuel Tank Vent Opening (at wing tip trailing edge) - - CHECK for stoppage 2. Aileron - - CHECK for freedom of movement and security BEFORE STARTING ENGINE 1. Preflight Inspection - - COMPLETE 2. Seats, Belts, Shoulder Harnesses - - ADJUST and LOCK 3. Fuel Selector Valve - - BOTH ON 4. Fuel Shutoff Knob - - ON (safety wire secure) 5. Radios, Autopilot, Electrical Equipment - - OFF 6. Brakes - - TEST and SET 7. Cowl Flaps - - OPEN (move lever out of locking hole to reposition) 8. Circuit Breakers - - IN STARTING ENGINE 1. Mixture - - RICH 2. Propeller - - HIGH RPM 3. Carburetor Heat - - COLD 4. Master Switch - - ON 5. Prime - - AS REQUIRED (I to 6 strokes; none if engine is warm) 6. Throttle - - OPEN ½ INCH 7. Propeller Area - - CLEAR 8. Ignition Switch - - START (release when engine starts) 9. Oil Pressure - - CHECK BEFORE TAKEOFF 1. Parking Break - - SET 2. Cabin Doors - - CLOSED AND LOCKED 3. Flight Controls - - FREE AND CORRECT 4. Flight Instruments - - CHECK 5. Fuel Shutoff Valve - - CHECK ON 6. Fuel Selector Valve - - BOTH ON 7. Mixture - - RICH (below 3000 feet) 8. Auxiliary Fuel Pump - - CHECK (then OFF) CESSNA 177B SECTION 4 NORMAL PROCEDURES 4-7 NOTE In flight, gravity feed will normally supply satisfactory fuel flow if the engine-driven pump should fail. However, if a fuel pump failure causes the fuel pressure to drop below 2 PSI, use the auxiliary fuel pump to assure proper engine operation. 9. Stabilator and Rudder Trim - - TAKEOFF 10. Throttle - - 1800 RPM a. Magnetos - - Check (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between the magnetos) b. Propeller - - CYCLE from high to low RPM; return to high RPM (full in) c. Carburetor Heat - - CHECK for RPM drop d. Engine Instruments and Ammeter - - CHECK e. Suction Gage - - CHECK 11. Radios - - SET 12. Flashing Beacon, Navigation Lights and / or Strobe Lights - - ON as required 13. Throttle Friction Lock - - ADJUST TAKEOFF NORMAL TAKEOFF 1. Wing Flaps - - 0° – 10° (10° preferred) 2. Carburetor Heat - - OFF 3. Power - - FULL THROTTLE AND 2700 RPM 4. Stabilator Control - - LIFT NOSE WHEEL AT 50 KIAS 5. Climb speed - - 65 – 75 KIAS 6. Wing flaps - - RETRACT SHORT FIELD TAKEOFF 1. Wing Flaps - - 15° 2. Carburetor Heat - - OFF 3. Brakes - - APPLY 4. Power - - FULL THROTTLE AND 2700 RPM 5. Mixture - - FULL RICH (lean for maximum power above 3000 feet) 6. Brakes - - RELEASE 7. Stabilator Control - - LIFT NOSE WHEEL AT 50 KIAS 8. Climb speed - - 57 KIAS until obstacles are cleared) 9. Wing flaps - - RETRACT slowly after obstacles are cleared ENROUTE CLIMB NORMAL CLIMB 1. Airspeed - - 75 – 85 KIAS 2. Power - - 24 inches Hg or FULL THROTTLE and 2500 – 2700 RPM 3. Mixture - - FULL RICH (Mixture may be leaned above 3000 feet)