PILOT’S OPERATING HANDBOOK AND FLIGHT TRAINING SUPPLEMENT CESSNA MODEL 162

Integrated Cockpit System. All information is based on data available at the time of publication. This POH consists of nine sections that cover all operational aspects of a standard equipped airplane. Section 9 contains the supplements which provide amended operating limitations, operating procedures, performance data and other necessary information for airplanes conducting special operations for both standard and optional equipment installed in the airplane. Supplements are individual documents, and may be issued or revised without regard to revision dates which apply to the POH itself. These supplements contain a Log of Effective Pages, which should be used to determine the status of each supplement. 162PHUS-04 vi CESSNA INTRODUCTION MODEL 162 GARMIN G300 U.S. ORIGINAL ISSUE AND REVISIONS This Pilot’s Operating Handbook is comprised of the original issue and any subsequent revisions. To make sure that information in this manual is current, the revisions must be incorporated as they are issued. As revisions are issued, they will be noted in the Log of Effective Pages. The part number of this manual has also been designed to further aid the owner/operator in determining the revision level of any POH. Refer to the example below for a breakdown: It is the responsibility of the owner to maintain this POH in a current status when it is being used for operational purposes. Owners should contact a Cessna Service Station whenever the revision status of their POH is in question. Revisions are distributed to owners of U.S. Registered aircraft according to FAA records at the time of revision issuance, and to Internationally Registered aircraft according to Cessna Owner Advisory records at the time of issuance. Revisions should be read carefully upon receipt and incorporated in this POH. 162 PHUS -00 Revision Level (Original Issue) Manual (Pilot’s Operating Handbook, U.S.) (Serials 16200001 and On) Airplane Model - (162) 162PHUS-00 vii INTRODUCTION CESSNA MODEL 162 GARMIN G300 U.S. REVISION FILING INSTRUCTIONS REGULAR REVISIONS Pages to be removed or inserted in the Pilots’ Operating Handbook are determined by the Log of Effective Pages located in this section. This log contains the page number and revision level for each page within the POH. As revisions to the POH occur, the revision level on effected pages is updated. When two pages display the same page number, the page with the latest revision level shall be inserted into the POH. The revision level on the Log Of Effective Pages shall also agree with the revision level of the page in question. TEMPORARY REVISIONS Under limited circumstances, temporary revisions to the POH may be issued. These temporary revisions are to be filed in the applicable section in accordance with filing instructions appearing on the first page of the temporary revision. Temporary Revisions will remain current until they have either been incorporated into the next POH revision or another temporary revision has been issued that supersedes that temporary revision. Each temporary revision is issued with a current List of Temporary Revisions that is to be inserted opposite the first page of the Log of Effective Pages in the front of the POH and will supersede any previously issued List of Temporary Revisions. This list is used to track the status of temporary revisions issued against this POH and is to be removed and discarded at the next revision to the POH. Removal of temporary revisions from the POH is accomplished per the removal instructions on each temporary revision. 162PHUS-00 viii CESSNA INTRODUCTION MODEL 162 GARMIN G300 U.S. IDENTIFYING REVISED MATERIAL A bar will extend the full length of deleted, new, or revised text added on new or previously existing pages. This bar will be located adjacent to the applicable text in the margin on the left side of the page. A bar in the footer will indicate a revision to the header/footer, a new page, format or spelling/grammar changes and/or that information has slipped to or from that page. A bar located adjacent to the figure number in the margin on the left side of the page will be used to indicate that the figure number only has changed. An asterisk located at the end of a figure number will be used to indicate that an illustration has been revised or is all new material (Ex: Figure 3-4*). All revised pages will carry the revision number opposite the page number on the applicable page. A list of revisions is located at the beginning of the Log Of Effective Pages. ix 162PHUS-00 INTRODUCTION CESSNA MODEL 162 GARMIN G300 U.S. WARNINGS, CAUTIONS AND NOTES Throughout the text, warnings, cautions and notes pertaining to airplane handling and operations are utilized. These adjuncts to the text are used to highlight or emphasize important points. WARNING OPERATING PROCEDURES, TECHNIQUES, ETC., WHICH CAN RESULT IN PERSONAL INJURY OR LOSS OF LIFE IF NOT CAREFULLY FOLLOWED. CAUTION OPERATION PROCEDURES, TECHNIQUES, ETC., WHICH CAN RESULT IN DAMAGE TO EQUIPMENT IF NOT CAREFULLY FOLLOWED. NOTE An operating procedure, technique, etc., which is considered essential to emphasize. 162PHUS-00 x CESSNA INTRODUCTION MODEL 162 GARMIN G300 U.S. LOG OF EFFECTIVE PAGES Use this page to determine the currency and applicability of your POH. Pages affected by the current revision are indicated by an asterisk (*) preceding the pages listed under the Page Number column. (Continued Next Page) Revision Level Date of Issue Revision Level Date of Issue Original Issue 22 July 2009 Revision 3 28 September 2010 Revision 1 2 November 2009 Revision 4 21 October 2011 Revision 2 26 April 2010 Page Number Page Status Revision Number * Title Revised 4 * i/ii Revised 4 iii Revised 1 iv Revised 3 * v thru vi Revised 4 vii thru x Original 0 * xi thru xv/xvi Revised 4 * xvii/xviii Added 4 * 1-1/1-2 Revised 4 1-3 thru 1-4 Revised 1 * 1-5 Revised 4 1-6 thru 1-7 Original 0 * 1-8 Revised 4 * 1-9 thru 1-31/1-32 Added 4 * 2-1/2-2 thru 2-20 Revised 4 * 2-21/2-22 Added 4 162PHUS-04 xi INTRODUCTION CESSNA MODEL 162 GARMIN G300 U.S. LOG OF EFFECTIVE PAGES (Continued) (Continued Next Page) Page Number Page Status Revision Number * 3-1 thru 3-40 Revised 4 * 4-1 thru 4-46 Revised 4 * 4-47 thru 4-49/4-50 Added 4 * 5-1/5-2 Revised 4 5-3 thru 5-4 Revised 1 * 5-5 thru 5-7 Revised 4 5-8 Revised 1 * 5-9 thru 5-18 Revised 4 * 6-1/6-2 thru 6-30 Revised 4 * 7-1 thru 7-56 Revised 4 8-1 Original 0 8-2 thru 8-4 Revised 1 8-5 Revised 3 8-6 Revised 1 8-7 thru 8-8 Revised 3 8-9 Revised 1 8-10 Revised 3 * 8-11 Revised 4 8-12 Original 0 8-13 Revised 1 * 8-14 Revised 4 8-15 thru 8-17 Original 0 * 8-18 Revised 4 8-19 thru 8-23 Revised 1 8-24 Revised 3 8-25/8-26 Revised 1 162PHUS-04 xii CESSNA INTRODUCTION MODEL 162 GARMIN G300 U.S. LOG OF EFFECTIVE PAGES (Continued) Page Number Page Status Revision Number * 9-1/9-2 Revised 4 * 10-1/10-2 Deleted 4 162PHUS-04 xiii/xiv CESSNA INTRODUCTION MODEL 162 GARMIN G300 U.S. SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this manual. This list contains only those Service Bulletins that are currently active. Number Title Airplane Serial Effectivity Revision Incorporated Incorporated in Airplane SB10-52-01 Door Latch Modification 16200002 thru 16200007, 16200009 thru 16200020 4 SB11-52-01 Cabin Door Secondary Latch Installation 16200002 thru 16200240 4 162PHUS-04 xv/xvi CESSNA INTRODUCTION MODEL 162 GARMIN G300 U.S. TABLE OF CONTENTS SECTION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1 LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . .3 NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . .4 PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . .6 AIRPLANE AND SYSTEM DESCRIPTION . . . . . . . . .7 HANDLING, SERVICE AND MAINTENANCE . . . . . . .8 SUPPLEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 162PHUS-04 xvii/xviii CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. GENERAL TABLE OF CONTENTS Page Three View - Normal Ground Attitude . . . . . . . . . . . . . . . . . . . . . . . . 1-3 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Descriptive Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6 Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6 Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 Oil Specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 Oil Capacity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 Maximum Certificated Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 Maximum Weight In Baggage Compartment . . . . . . . . . . . . . . . . 1-8 Standard Airplane Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 Cabin And Entry Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 Baggage Space And Entry Dimensions . . . . . . . . . . . . . . . . . . . . 1-8 Specific Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 Symbols, Abbreviations And Terminology . . . . . . . . . . . . . . . . . . . . . 1-9 General Airspeed Terminology And Symbols . . . . . . . . . . . . . . . . 1-9 Meteorological Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11 Engine Power Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11 Airplane Performance And Flight Planning Terminology. . . . . . . 1-13 Weight And Balance Terminology . . . . . . . . . . . . . . . . . . . . . . . . 1-14 Electrical and Avionics Terminology . . . . . . . . . . . . . . . . . . . . . . 1-16 Metric/Imperial/U.S. Conversion Charts. . . . . . . . . . . . . . . . . . . . . . 1-17 Weight Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18 Length Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20 Distance Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24 Volume Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-25 Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28 Pressure Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29 Volume To Weight Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30 Quick Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-31/1-32 162PHUS-04 1-1/1-2 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. THREE VIEW - NORMAL GROUND ATTITUDE Figure 1-1* (Sheet 1 of 2) 162PHUS-01 1-3 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. THREE VIEW - NORMAL GROUND ATTITUDE NOTE • Wing span shown with standard strobe lights installed. • Wheel base length is 62.40 inches (1.58 m). • Propeller ground clearance is 8.50 inches (215.90 mm). • Wing area is 120.0 square feet (11.15 sq. m). Figure 1-1* (Sheet 2) 162PHUS-01 1-4 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. INTRODUCTION This POH contains 9 sections, and includes the material required to be furnished to the pilot by American Society for Testing and Materials International (ASTM) standards F2245 for Light Sport Aircraft (LSA). It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1 Engine Manufacturer: Teledyne Continental Motors Engine Model Number: O-200-D Engine Type: Normally aspirated, direct drive, air-cooled, horizontally opposed, carburetor equipped, four cylinder engine with 201.0 cu. in. displacement. Horsepower Rating and Engine Speed: 100 rated BHP at 2750 RPM PROPELLER Propeller Manufacturer: McCauley Propeller Systems Propeller Model Number: Standard Composite Propeller - 1L100/LSA6754 Optional Aluminum Propeller - 1A162/TCD6754 Number of Blades: 2 Propeller Diameter: 67 inches (1.70 m) Propeller Type: Fixed Pitch (Continued Next Page) 162PHUS-04 1-5 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. DESCRIPTIVE DATA (Continued) FUEL WARNING USE OF UNAPPROVED FUELS MAY RESULT IN DAMAGE TO THE ENGINE AND FUEL SYSTEM COMPONENTS, RESULTING IN POSSIBLE ENGINE FAILURE. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue) 100 Grade Aviation Fuel (Green) NOTE Isopropyl alcohol or Diethylene Glycol Monomethyl Ether (DiEGME) may be added to the fuel supply in accordance to TCM Service Information Letter (SIL99-2B). Refer to Section 8 for additional information. FUEL CAPACITY Total Capacity . . . . . . . . . . . . . . . . . 25.46 U.S. GALLONS (96.34 l) Total Usable . . . . . . . . . . . . . . . . . . . 24.00 U.S. GALLONS (90.82 l) Total Capacity Each Tank . . . . . . . . 12.73 U.S. GALLONS (48.17 l) Total Usable Each Tank . . . . . . . . . . 12.00 U.S. GALLONS (45.41 l) NOTE • To ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wings level, normal ground attitude. Refer to Figure 1- 1 for normal ground attitude dimensions. • The fuel filler assembly is equipped with indicator tabs for 3/4, 1/2 and 1/4 fuel quantities. • Maximum full capacity is indicated when fuel reaches the upper hole of the indicator tab. This fuel level allows for proper thermal expansion. Filling the fuel tank above the upper hole eliminates expansion space resulting in fuel venting overboard through the fuel vent. (Continued Next Page) 162PHUS-00 1-6 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. DESCRIPTIVE DATA (Continued) OIL OIL SPECIFICATION SAE J1966 Aviation Grade Non-Dispersant Mineral Oil: Used when the airplane was delivered from the factory and should be used to replenish the supply during the first 25 hours. This oil should be drained and the filter changed after the first 25 hours of operation. Refill the engine with SAE J1966 Aviation Grade Non-Dispersant Mineral Oil and continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. SAE J1899 Aviation Grade Ashless Dispersant Oil: Oil conforming to Teledyne Continental Motors (TCM) Service Information Letter SIL99- 2B, and all revisions and supplements thereto, must be used after first 50 hours or oil consumption has stabilized. RECOMMENDED VISCOSITY FOR TEMPERATURE RANGE Multiviscosity or straight grade oil may be used throughout the year for engine lubrication. Refer to the following table for temperature versus viscosity ranges. NOTE When operating temperatures overlap, use the lighter grade of oil. OIL CAPACITY Sump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.0 U.S. QUARTS (4.73 l) Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5 U.S. QUARTS (5.20 l) Minimum Operating Quantity . . . . . . . . . . 3.5 U.S. QUARTS (3.31 l) (Continued Next Page) Temperature SAE J1966 Non-Dispersant Mineral Oil SAE Grade SAE J1899 Ashless Dispersant Oil SAE Grade Above 4°C (40°F) 50 50 or 15W-50 or 25W-60 Below 4°C (40°F) 30 30 or 15W-50 or 25W-60 All Temperatures M20W-50 15W-50, 20W- 50 or 25W-60 162PHUS-00 1-7 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. DESCRIPTIVE DATA (Continued) MAXIMUM CERTIFICATED WEIGHTS Ramp Weight:. . . . . . . . . . . . . . . . . . . . . . . . 1324 POUNDS (600.6 kg) Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . 1320 POUNDS (598.8 kg) Landing Weight . . . . . . . . . . . . . . . . . . . . . . 1320 POUNDS (598.8 kg) Maximum Empty Weight . . . . . . . . . . . . . . . . 894 POUNDS (405.5 kg) MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT Baggage Area (Station 155 to 190) . . . . . . . . . 50 POUNDS (22.68 kg) STANDARD AIRPLANE WEIGHTS Standard Empty Weight . . . . . . . . . . . . . . . . . 834 POUNDS (378.3 kg) Maximum Useful Load . . . . . . . . . . . . . . . . . . 490 POUNDS (222.3 kg) CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading . . . . . . . . . . . . . . . . . . . . . 11.0 lbs/sq. ft. (53.7 kg/sq. m) Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2 lbs/HP 162PHUS-04 1-8 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is 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 shown 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 and temperature. GS Ground Speed is the speed of an aircraft relative to the ground. VA Design Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used. Does not protect from possible overstressing the airframe. VO Maximum Operating Maneuvering Speed is the maximum speed the airplane maybe stalled without exceeding structural limitations. VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. (Continued Next Page) 162PHUS-04 1-9 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS (Continued) VNO Maximum Structural Cruising Speed is the speed that should 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 is the minimum speed at which the airplane is controllable. VSO Stalling Speed or the minimum steady flight speed is the minimum 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. VY Best Rate of Climb Speed is the speed which results in the greatest gain in altitude in a given time. (Continued Next Page) 162PHUS-04 1-10 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. It may be expressed in either degrees Celsius or degrees Fahrenheit. Standard Temperature (STD) Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 1000 feet of altitude. Pressure Altitude (PA) 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 MCP Maximum Continuous Power is the maximum power for abnormal or emergency operations. BHP Brake Horsepower is the power developed by the engine. RPM Revolutions Per Minute is engine speed. Static RPM Static RPM is engine speed attained during a full throttle engine runup when the airplane is on the ground and stationary. Lean Mixture Decreased proportion of fuel in the fuel-air mixture supplied to the engine. As air density decreases, the amount of fuel required by the engine decreases for a given throttle setting. Adjusting the fuel-air mixture to provide a smaller portion of fuel is known as “leaning” the mixture. (Continued Next Page) 162PHUS-04 1-11 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) ENGINE POWER TERMINOLOGY (Continued) Rich Mixture Increased proportion of fuel in the fuel-air mixture supplied to the engine. As air density increases, the amount of fuel required by the engine increases for a given throttle setting. Adjusting the fuel-air mixture to provide a greater portion of fuel is known as “richening” the mixture. Full Rich Mixture control full forward (pushed in, full control travel, toward the panel). Idle Cutoff Mixture control full aft (pulled out, full control travel, away from the panel). Full Throttle Throttle full forward (pushed in, full control travel, toward the panel). Also known as “full open” throttle. Closed Throttle Throttle full aft (pulled out, full control travel, away from the panel). Also known as the throttle “idle” position. Carb Heat On Carburetor heat control knob full aft (pulled out, full control travel, away from the panel). Carb Heat Off Carburetor heat control knob full forward (pushed in, full control travel, toward the panel). Fuel Shutoff Off Fuel shutoff valve knob full aft (pulled out, full control travel, away from the panel). Fuel Shutoff On Fuel shutoff valve knob full forward (pushed in, full control travel, toward the panel). (Continued Next Page) 162PHUS-04 1-12 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) 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. 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 consumed per hour. FPM Feet Per Minute is the distance, in feet, traveled over the duration of one minute. g g is acceleration due to gravity. T/O Takeoff (Continued Next Page) 162PHUS-04 1-13 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) WEIGHT AND BALANCE TERMINOLOGY Reference Datum Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. F.S. Fuselage Station is a location along the airplane fuselage given in terms of the distance from the reference datum. W.L. Water Line is the intersection of an airplane exterior profile and a horizontal plane. 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 POH, 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 by 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. (Continued Next Page) 162PHUS-04 1-14 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) WEIGHT AND BALANCE TERMINOLOGY (Continued) Basic Empty Weight Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Maximum Empty Weight Maximum Empty Weight is the difference between maximum takeoff weight and minimum useful load. Maximum Ramp Weight Maximum Ramp Weight is the maximum weight approved for ground maneuver, and includes the weight of fuel used for start, taxi and runup. Maximum Takeoff Weight Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. Maximum Landing Weight Maximum Landing Weight is the maximum weight approved for the landing touchdown. Useful Load Useful Load is the difference between ramp weight and the basic empty weight. Minimum Useful Load Designed Minimum Useful Load is determined by ASTM Regulations based on engine power. MAC MAC (Mean Aerodynamic Chord) is a chord of an imaginary rectangular airfoil having the same pitching moments throughout the flight range as that of the actual wing. Tare Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. 162PHUS-04 1-15 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) ELECTRICAL AND AVIONICS TERMINOLOGY ADAHRS Airdata Attitude Heading Reference System AVN Avionics AUX Auxiliary PFD Primary Flight Display MFD Multi-Functional Display ELT Emergency Locator Transmitter A/P Auto Pilot CB Circuit Breaker CAB PWR Cabin Power EIS Engine Indicating System GPS Global Positioning System SEC PWR Secondary Power XPDR Transponder PTT Push-To-Talk ALT Alternator BATT Battery LDG Landing HSI Horizontal Situation Indicator VHF Very High Frequency NAV Navigation COM Communication CAS Crew Alerting System BRS Ballistic Recovery System 162PHUS-04 1-16 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. METRIC/IMPERIAL/U.S. CONVERSION CHARTS The following charts have been provided to help international operators convert U.S. measurement supplied with the Pilot’s Operating Handbook into metric and imperial measurements. The standard followed for measurement units shown is the National Institute of Standards Technology (NIST), Publication 811, “Guide for the Use of the International System of Units (SI).” Please refer to the following pages for these charts. 162PHUS-04 1-17 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. WEIGHT CONVERSIONS Figure 1-2* (Sheet 1 of 2) 162PHUS-04 1-18 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. WEIGHT CONVERSIONS Figure 1-2* (Sheet 2) 162PHUS-04 1-19 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. LENGTH CONVERSIONS Figure 1-3* (Sheet 1 of 4) 162PHUS-04 1-20 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. LENGTH CONVERSIONS Figure 1-3* (Sheet 2) 162PHUS-04 1-21 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. LENGTH CONVERSIONS Figure 1-3* (Sheet 3) 162PHUS-04 1-22 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. LENGTH CONVERSIONS Figure 1-3* (Sheet 4) 162PHUS-04 1-23 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. DISTANCE CONVERSIONS Figure 1-4* 162PHUS-04 1-24 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. VOLUME CONVERSIONS Figure 1-5* (Sheet 1 of 3) 162PHUS-04 1-25 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. VOLUME CONVERSIONS Figure 1-5* (Sheet 2) 162PHUS-04 1-26 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. VOLUME CONVERSIONS Figure 1-5* (Sheet 3) 162PHUS-04 1-27 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. TEMPERATURE CONVERSIONS Figure 1-6* 162PHUS-04 1-28 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. PRESSURE CONVERSION HECTOPASCALS TO INCHES OF MERCURY Figure 1-7* 162PHUS-04 1-29 SECTION 1 CESSNA GENERAL MODEL 162 GARMIN G300 U.S. VOLUME TO WEIGHT CONVERSION Figure 1-8* 162PHUS-04 1-30 CESSNA SECTION 1 MODEL 162 GENERAL GARMIN G300 U.S. QUICK CONVERSIONS Figure 1-9* 162PHUS-04 1-31/1-32 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. OPERATING LIMITATIONS TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 Powerplant Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6 Powerplant and Electrical Instrument Markings. . . . . . . . . . . . . . . . . 2-7 Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 Maximum Weight in Baggage Compartment. . . . . . . . . . . . . . . . . 2-8 Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 Service Ceiling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 Flight Load Factor Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 Kinds of Operations Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 Kinds of Operations Equipment List . . . . . . . . . . . . . . . . . . . . . . . . 2-11 Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14 Flaps Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14 System Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15 12V Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15 G300 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15 Placards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16 162PHUS-04 2-1/2-2 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. 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 and in Section 9 have been approved. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE • Refer to Section 9, Supplements, of this Pilot's Operating Handbook for amended operating limitations, operating procedures, performance data and other necessary information for airplanes equipped with specific options. • The airspeeds listed in Figure 2-1, Airspeed Limitations, are based on Airspeed Calibration data shown in Section 5. The Cessna Model No. 162 is approved under ASTM standard F2245. 162PHUS-04 2-3 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in Figure 2-1. AIRSPEED LIMITATIONS SYMBOL SPEED KCAS KIAS REMARKS VS Stall Speed - Clean 44 41 Stall speed flap up. VSO Stall Speed - Landing Configuration 40 37 Stall speed flaps full VFE Maximum Flap Extended Speed: FLAPS 10° FLAPS 25° FLAPS FULL 98 84 71 100 85 70 Do not exceed this speed with flaps down. VO Maximum Operating Maneuvering Speed 1320 Pounds 1200 Pounds 1100 Pounds 88 84 81 89 85 80 Maximum speed at which the airplane may be stalled without exceeding structural limitations. VA Design Maneuvering Speed: 100 102 Do not make full or abrupt control movements above this speed. Does not provide protection from possible overstressing the airplane. VNE Never Exceed Speed 143 148 Do not exceed this speed in any operation. V NO Maximum Structural Cruising Speed 120 124 Do not exceed this speed except in smooth air, and then only with caution. Figure 2-1 162PHUS-04 2-4 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in Figure 2-2. AIRSPEED INDICATOR MARKINGS MARKING KIAS VALUE OR RANGE SIGNIFICANCE Red Band <37 Low airspeed warning. White Band 37 - 70 Full Flap Operating Range. Lower limit is maximum weight V SO in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Band 41 - 124 Normal Operating Range. Lower limit is maximum weight V S1 at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Band 124 - 148 Operations must be conducted with caution and only in smooth air. Red Line >149 Maximum speed for all operations. Flaps 25° Tick Mark 85 Maximum Flaps 25° Operation Flaps 10° Tick Mark 100 Maximum Flaps 10° Operation Vx Tick Mark 57 Best Angle of Climb Air Speed Vy Tick Mark 62 Best Rate of Climb Air Speed Figure 2-2 162PHUS-04 2-5 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. POWERPLANT LIMITATIONS Engine Manufacturer: Teledyne Continental Motors Engine Model Number: O-200-D Maximum Power: 100 BHP Rating Engine Operating Limits for Takeoff and Continuous Operations: Maximum Engine Speed:. . . . . . . . . . . . . . . . . . . . . . . . . .2750 RPM NOTE The static RPM range at full throttle with carburetor heat off and mixture leaned to maximum RPM is 2375 - 2475 RPM. For allowable variations in static RPM at non-standard temperatures, refer to the 162 Maintenance Manual. Maximum Oil Temperature: . . . . . . . . . . . . . . . . . . . . .240°F (116°C) Oil Pressure, Minimum: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 PSI Oil Pressure, Maximum: . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 PSI CAUTION ENGINE OPERATION WITH INDICATED OIL PRESSURE BELOW THE GREEN BAND RANGE WHILE IN CRUISE OR CLIMB CONFIGURATION IS CONSIDERED ABNORMAL. REFER TO SECTION 3, AMPLIFIED EMERGENCY PROCEDURES, "LOW OIL PRESSURE". Fuel Grade: Refer to Fuel Limitations Oil Grade (Specification): SAE J1966 Aviation Grade Non-Dispersant Mineral Oil or SAE J1899 Aviation Grade Ashless Dispersant Oil. Oil must comply with the latest revision and/or supplement for Teledyne Continental Motors (TCM) Service Information Letter SIL99-2B or later revision, must be used. Propeller Manufacturer: McCauley Propeller Systems Standard Composite Propeller Model Number. . . . . . . 1L100/LSA6754 Maximum Propeller Diameter . . . . . . . . . . . . 67.0 INCHES (1.70 m) Minimum Propeller Diameter . . . . . . . . . . . . . 66.5 INCHES (1.69 m) Optional Aluminum Propeller Model Number . . . . . . . .1A162/TCD6754 Maximum Propeller Diameter . . . . . . . . . . . . 67.0 INCHES (1.70 m) Minimum Propeller Diameter . . . . . . . . . . . . . 66.0 INCHES (1.68 m) 162PHUS-04 2-6 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. POWERPLANT AND ELECTRICAL INSTRUMENT MARKINGS Powerplant and electrical instrument markings and their color code significance are shown in Figure 2-3. Operation with indications in the red range is prohibited. Avoid operating with indicators in the yellow range. POWERPLANT AND ELECTRICAL INSTRUMENT MARKINGS INSTRUMENT RED (LOWER WARNING) YELLOW (LOWER CAUTION) GREEN (NORMAL OPERATING RANGE) YELLOW (UPPER CAUTION) RED (UPPER WARNING) Tachometer (RPM) ---- ---- 2000 to 2750 RPM 2750* to 3500 RPM Oil Temperature (OIL °F) ---- 0 to 75°F 75 to 220°F 220 to 240°F 240* to 265°F Oil Pressure (OIL PSI) 0 to 10 PSI 10 to 30 PSI 30 to 60 PSI 60 to 100 PSI 100* to 140 PSI Exhaust Gas Temperature (if installed) (EGT °F) ---- ---- 1000 to 1600°F White Advisory Carburetor Temperature (CARB °F) 5 to 40°F Battery Current (AMPS) -35 to 35 White Advisory Bus Voltage (VOLTS) -30 to 12.5 12.5 to 15 15 to 16 16 to 30 *Maximum operating limit is lower end of red. Figure 2-3 162PHUS-04 2-7 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. WEIGHT LIMITS Maximum Ramp Weight: . . . . . . . . . . . . . . . 1324 POUNDS (600.6 kg) Maximum Takeoff Weight . . . . . . . . . . . . . . . 1320 POUNDS (598.8 kg) Maximum Landing Weight . . . . . . . . . . . . . . 1320 POUNDS (598.8 kg) Maximum Empty Weight . . . . . . . . . . . . . . . . 894 POUNDS (405.5 kg) MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT Baggage Area (Station 155 to 190) . . . . . . . . . 50 POUNDS (22.68 kg) WARNING AFT BULKHEAD CLOSEOUT NET REQUIRED FOR FLIGHT. NOTE Maximum baggage compartment loading must not exceed 8 pounds per square foot. CENTER OF GRAVITY LIMITS Center Of Gravity Range: Forward: 134.46 inches (3415.28 mm) aft of datum at 1320 pounds (598.74 kg) or less, with straight line variation to 132.06 inches (3354.32 mm) aft of datum at 1050 pounds (476.27 kg). Aft: 136.86 inches (3476.24 mm) aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. SERVICE CEILING: . . . . . . . . . . . . . . . . 14,625 Feet (4457.7 m) 162PHUS-04 2-8 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. MANEUVER LIMITS This airplane is approved under ASTM standard F2245 and is intended for recreational and instructional flight operations. In the acquisition of various pilot certificates certain maneuvers are required and these maneuvers are permitted in this airplane. MANEUVERS AND RECOMMENDED ENTRY SPEED* Chandelles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 KIAS Lazy Eights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 KIAS Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 KIAS Stalls (Except Whip Stalls) . . . . . . . . . . . . . . . . . . Slow Deceleration Power On Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . Slow Deceleration (limit pitch to 30° nose up attitude) * Abrupt use of the controls is prohibited above 102 KIAS. WARNING • AEROBATIC MANEUVERS, INCLUDING SPINS, ARE PROHIBITED. • INTENTIONAL FLIGHT WITH CABIN DOOR(S) OPEN IS PROHIBITED. LOAD FACTORS FLIGHT LOAD FACTOR LIMITS Flight Load Factors (Maximum Takeoff Weight - 1320 POUNDS): Flaps UP: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+4.0g, -2.0g Flaps FULL:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2.0g 162PHUS-04 2-9 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. KINDS OF OPERATIONS LIMITS The Cessna 162 airplane is approved for DAY - NIGHT - VFR operations only. Flight into known icing conditions is prohibited. The minimum equipment for approved operations required under the Operating Rules are defined by 14 CFR 91 and ASTM standard F2245, as applicable. The following Kinds of Operations Equipment List (KOEL) identifies the equipment required to be operational for airplane airworthiness in the listed kind of operations. 162PHUS-04 2-10 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. KINDS OF OPERATIONS EQUIPMENT LIST (Continued Next Page) System, Instrument, Equipment and/or Function KIND OF OPERATION COMMENTS V F R D A Y V F R N I G H T PLACARDS AND MARKINGS 1 - 162 POH/FTS - Garmin G300 0 0 Recommended to be accessible to pilot in flight. 2 - 162 Pilot’s Checklist 1 1 Required to be accessible to pilot in flight. 3 - Garmin G300 Pilot’s Guide 0 0 Recommended to be accessible to pilot in flight. AIR CONDITIONING 1 - Avionics Fan 1 1 COMMUNICATIONS 1 - VHF COM 0 0 ELECTRICAL POWER 1 - 12V Main Battery 1 1 2 - 14V Alternator 1 1 3 - Secondary Battery 0 1 4 - Ammeter 0 1 EQUIPMENT AND FURNISHINGS 1 - Seat Belt Assembly 1 1 Each Seat Occupant 2 - Shoulder Harness 1 1 Each Seat Occupant 3 - Aft Bulkhead Closeout Net 1 1 FLIGHT CONTROLS 1 - Elevator Trim System 1 1 2 - Elevator Trim Indicator 1 1 162PHUS-04 2-11 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. KINDS OF OPERATIONS EQUIPMENT LIST (Continued) (Continued Next Page) System, Instrument, Equipment and/ or Function KIND OF OPERATION COMMENTS V F R D A Y V F R N I G H T FUEL SYSTEM 1 - Fuel Shutoff Control Valve 1 1 2 - Cockpit Fuel Quantity Indicator - L Tank 1 1 3 - Cockpit Fuel Quantity Indicator - R Tank 1 1 INDICATING/RECORDING SYSTEM 1 - Low Airspeed Alert and Stall Warning System 1 1 2 - G300 System Annunciator and Warning Displays 1 1 LANDING GEAR 1 - Wheel Fairings 0 0 Removable LIGHTING 1 - PFD Bezel Lighting 0 0 2 - PFD Display Backlighting 1 1 3 - MFD Bezel Lighting (if installed) 0 0 4 - MFD Display Backlighting (if installed) 1 1 5 - Cockpit Overhead Panel Lighting 0 1 6 - Aircraft Position (NAV) Lights 0 1 7 - STROBE Light System 1 1 8 - LAND (Landing) Light 0 1 9 - Non-stabilized Magnetic Compass Internal Lighting (if installed) 0 0 162PHUS-04 2-12 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. KINDS OF OPERATIONS EQUIPMENT LIST (Continued) System, Instrument, Equipment and/ or Function KIND OF OPERATION COMMENTS V F R D A Y V F R N I G H T NAVIGATION AND PITOT- STATIC SYSTEM 1 - G300 Airspeed Indicator 1 1 2 - G300 Altimeter 1 1 3 - G300 Vertical Speed Indicator 0 0 4 - G300 Attitude Indicator 0 0 5 - G300 Directional Indicator (HSI) 0 0 6 - G300 Turn Coordinator 0 0 7 - G300 Magnetic Heading Indicator 1 1 8 - GPS Receiver/Navigator A/R A/R As Required Per Procedure. 9 - GTX 327 Mode C Transponder A/R A/R As Required Per Procedure. 10 - Blind Altitude Encoder A/R A/R As Required Per Procedure. 11 - G300 Clock 0 0 12 - Magnetic Compass (if installed) 0 0 13 - Autopilot System 0 0 ENGINE INDICATING 1 - Tachometer (RPM) 1 1 2 - Carburetor Temperature Indicator (CARB °F) 0 0 3 - Oil Pressure Indicator 1 1 4 - Oil Temperature Indicator 1 1 5 - Exhaust Gas Temperature (EGT) Indicator (if installed) 0 0 ENGINE OIL 1 - Engine Crankcase Dipstick 1 1 162PHUS-04 2-13 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. FUEL LIMITATIONS Total Fuel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25.46 U.S. GALLONS (12.73 GALLONS per tank) Usable Fuel (all flight conditions): . . . . . . . . . . . . .24.0 U.S. GALLONS (12 GALLONS per tank) Unusable Fuel: . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.46 U.S. GALLONS (0.73 GALLONS per tank) WARNING TAKEOFF IS PROHIBITED IF EITHER SIGHT GAGE INDICATES LESS THAN ¼ TANK OF FUEL OR FUEL LEVEL IS BELOW THE BOTTOM OF THE FUEL INDICATOR TAB. NOTE To ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wings level, normal ground attitude. Refer to Figure 1-1 for normal ground attitude definition. Fuel remaining in the tank after the fuel quantity indicator reads “E” cannot be safely used in flight. Approved Fuel Grades (And Colors): 100LL Grade Aviation Fuel (Blue) 100 Grade Aviation Fuel (Green) FLAP LIMITATIONS Approved Takeoff Range: . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP to 10° Approved Landing Range: . . . . . . . . . . . . . . . . . . . . . . . . . .UP to FULL GRND MIN MARKING ON FUEL INDICATOR T.O. 162PHUS-04 2-14 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. SYSTEM LIMITATIONS 12V POWER OUTLET The 12 Volt Power Outlet (POWER OUTLET 12V - 7.5A) is not certified for supplying power to flight-critical communications or navigation devices. Use of the 12 Volt Power Outlet is prohibited during takeoff and landing. G300 LIMITATIONS NOTE It is recommended that a current Garmin G300 Pilot’s Guide be available to the pilot during flight. Use of the MAP page for pilotage navigation is prohibited. The navigation map is intended only to enhance situational awareness. Navigation is to be conducted using only current charts, data and authorized navigation facilities. Use of the TERRAIN information for primary terrain and obstacle avoidance is prohibited. The terrain map is intended only to enhance situational awareness. It is the pilot’s responsibility to provide terrain clearance at all times. Navigation using the G300 is not authorized north of 70° North latitude or south of 70° South latitude due to unsuitability of the magnetic fields near the Earth's poles. In addition, operations are not authorized in the following two regions: 1. North of 65° North latitude between longitude 75° W and 120° W (Northern Canada). 2. South of 55° South latitude between longitude 120° E and 165° E (region south of Australia and New Zealand). 162PHUS-04 2-15 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. PLACARDS The following information must be displayed in the form of composite or individual placards. 1. In full view of the pilot: (The DAY-NIGHT-VFR entry, shown on the example below, will vary with installed equipment): 2. On control lock: 3. On left instrument panel above magnetos switch: (Continued Next Page) The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane. Other operating limitations which must be complied with when operating this airplane in this category are contained in the Pilot’s Operating Handbook. No acrobatic maneuvers, including spins, are approved. Flight into known icing conditions prohibited. This airplane is approved for the following flight operations as of the date of original airworthiness certificate: DAY - NIGHT - VFR TAKEOFF PROHIBITED WITH LESS THAN 1/4 FUEL MIN TO 162PHUS-04 2-16 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. PLACARDS (Continued) 4. On the lower left instrument panel: WARNING Assure that all contaminants, including water, are removed from fuel and fuel systems before flight. Failure to assure contaminant free fuel and heed all safety instructions and owner advisories prior to flight can result in bodily injury or death. 5. On the upper left instrument panel: NO INTENTIONAL SPINS 6. On the instrument panel directly above the PFD: MAXIMUM OPERATING MANEUVERING SPEED: 89 KIAS DESIGN MANEUVERING SPEED: 102 KIAS 7. On the upper right instrument panel: 8. On the right instrument panel: This aircraft was manufactured in accordance with Light Sport Aircraft airworthiness standards and does not conform to standard category airworthiness requirements. (Continued Next Page) 162PHUS-04 2-17 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. PLACARDS (Continued) 9. On the right side of the baggage compartment below the window: 10. Near both fuel tank filler caps: 11. On the engine oil access door: (Continued Next Page) 162PHUS-04 2-18 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. PLACARDS (Continued) 12. On firewall adjacent to battery box and second placard on external power receptacle door if external power receptacle option is installed: 13. Located on both left and right fuel sight tubes. (Continued Next Page) 162PHUS-04 2-19 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 162 GARMIN G300 U.S. PLACARDS (Continued) 14. Located adjacent to both exterior cabin door latch assemblies. 15. Located adjacent to both primary interior cabin door latch assemblies. (Continued Next Page) 162PHUS-04 2-20 CESSNA SECTION 2 MODEL 162 OPERATING LIMITATIONS GARMIN G300 U.S. PLACARDS (Continued) On Airplanes 16200241 and on, and Airplanes 16200002 thru 16200240 incorporating SB11-52-01. 16. Located adjacent to both secondary interior cabin door latch assemblies. 162PHUS-04 2-21/2-22 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5 Airspeeds For Emergency Operations. . . . . . . . . . . . . . . . . . . . . . . . 3-5 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 3-6 ENGINE FAILURES AND MALFUNCTIONS . . . . . . . . . . . . . . . . . . 3-6 Engine Failure During Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . 3-6 Engine Failure Immediately After Takeoff . . . . . . . . . . . . . . . . . . . 3-6 Engine Failure During Flight (Restart Procedures) . . . . . . . . . . . . 3-7 Oil PSI Indicator In Red Band Range (Red Digits) . . . . . . . . . . . . 3-7 Carb °F Indicator In Yellow Band Range (Yellow Digits) . . . . . . . . 3-8 FORCED LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9 Emergency Landing Without Engine Power . . . . . . . . . . . . . . . . . 3-9 Precautionary Landing With Engine Power. . . . . . . . . . . . . . . . . 3-10 Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 FIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12 During Start On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12 Engine Fire In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12 Electrical Fire or Cabin Fire In Flight. . . . . . . . . . . . . . . . . . . . . . 3-13 Wing Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14 ICING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15 Inadvertent Icing Encounter During Flight. . . . . . . . . . . . . . . . . . 3-15 ABNORMAL LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17 Landing With Partial or No Flight Instrument Information . . . . . . 3-17 Landing With A Flat Main Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17 Landing With A Flat Nose Tire . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18 Door Open in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18 Landing With Door Open. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18 (Continued Next Page) 162PHUS-04 3-1 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. TABLE OF CONTENTS (Continued) Page ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS . . . 3-19 Loss Of All Electrical Power (Except PFD) . . . . . . . . . . . . . . . . 3-19 LOW VOLTS Annunciator Comes On or Volts Indication Below Green Band Range or Volts Less Than 12.5. . . . . . . . . . . . . . 3-20 Volts Indication Above Green Band Range or Volts More Than 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22 AIR DATA, ATTITUDE AND HEADING REFERENCE SYSTEM (ADAHRS) FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23 Red X - PFD or MFD Indicators (Airspeed, Altitude, Attitude, Horizontal Situation Indicator (HSI), or Engine Indicating System (EIS)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23 PFD/MFD DISPLAY MALFUNCTION OR FAILURE . . . . . . . . . . . 3-24 PFD or MFD Display Black (No Information) . . . . . . . . . . . . . . . 3-24 PFD or MFD Display Information Not Updating. . . . . . . . . . . . . 3-25 Electric Pitch Trim Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26 (Continued Next Page) 162PHUS-04 3-2 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. TABLE OF CONTENTS (Continued) Page AMPLIFIED EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . 3-27 Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27 Maximum Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28 Forced Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29 Landing Without Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30 Fires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30 Emergency Operation In Clouds . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31 Executing A 180° Turn In Clouds (ADAHRS FAILED) . . . . . . . . 3-31 Emergency Descent Through Clouds (ADAHRS FAILED) . . . . . 3-32 Recovery From Spiral Dive In The Clouds (ADAHRS FAILED) . 3-33 Inadvertent Flight Into Icing Conditions . . . . . . . . . . . . . . . . . . . . . . 3-34 Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35 Rough Engine Operation Or Loss Of Power . . . . . . . . . . . . . . . . . . 3-36 Carburetor Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36 Spark Plug Fouling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36 Magneto Malfunction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36 Idle Power Engine Roughness . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37 Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37 Electrical Power Supply System Malfunctions. . . . . . . . . . . . . . . . . 3-38 Excessive Rate Of Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38 Insufficient Rate Of Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39 Other Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40 Windshield Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40 G300 Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40 162PHUS-04 3-3/3-4 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. 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. In any emergency situation, the most important task is continued control of the airplane and maneuver to execute a successful landing. Emergency procedures associated with optional or supplemental equipment are found in Section 9, Supplements. AIRSPEEDS FOR EMERGENCY OPERATIONS ENGINE FAILURE AFTER TAKEOFF Wing Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS Wing Flaps 10° - FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIAS MAXIMUM OPERATING MANEUVERING SPEED 1320 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 KIAS 1200 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 KIAS 1100 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS DESIGN MANEUVERING SPEED . . . . . . . . . . . . . . . . . . . . . 102 KIAS MAXIMUM GLIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS PRECAUTIONARY LANDING WITH ENGINE POWER. . . . . . 60 KIAS LANDING WITHOUT ENGINE POWER Wing Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS Wing Flaps 10° - FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIAS 162PHUS-04 3-5 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. EMERGENCY PROCEDURES Procedures in the Emergency Procedures Checklist portion of this section shown in bold faced type are immediate action items which should be committed to memory. ENGINE FAILURES AND MALFUNCTIONS ENGINE FAILURE DURING TAKEOFF ROLL 1. THROTTLE Control - IDLE (pull full out) 2. Brakes - APPLY 3. Wing Flaps - RETRACT 4. MIXTURE Control - IDLE CUTOFF (pull full out) 5. MAGNETOS Switch - OFF 6. MASTER Switch (ALT and BAT) - OFF ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed - 70 KIAS - Flaps UP 65 KIAS - Flaps 10° - FULL 2. MIXTURE Control - IDLE CUTOFF (pull full out) 3. FUEL SHUTOFF Valve - OFF (pull full out) 4. MAGNETOS Switch - OFF 5. Wing Flaps - AS REQUIRED (FULL recommended) 6. MASTER Switch (ALT and BAT) - OFF (when landing is assured) 7. Land - STRAIGHT AHEAD 8. Secondary Interior Door Latch (if installed) - OPEN 9. Primary Interior Door Latch - OPEN (just prior to touchdown) CAUTION NON-EMERGENCY FLIGHT WITH DOOR(S) OPEN IS PROHIBITED. NOTE Both cabin doors are equipped with gas struts and should open automatically when unlatched. Delaying opening until just prior to touchdown will reduce cabin buffeting and wind noise. (Continued Next Page) 162PHUS-04 3-6 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. ENGINE FAILURES AND MALFUNCTIONS (Continued) ENGINE FAILURE DURING FLIGHT (Restart Procedures) 1. Airspeed - 70 KIAS (best glide speed) 2. THROTTLE Control - IDLE (pull full out) 3. CARB HEAT Control Knob - ON (pull full out) 4. FUEL SHUTOFF Valve - ON (push full in) 5. MIXTURE Control - RICH (if restart has not occurred) 6. PRIMER (if installed) - IN and LOCKED 7. MAGNETOS Switch - BOTH (or START if propeller is stopped) NOTE If the propeller is windmilling, engine will restart automatically within a few seconds. If propeller has stopped (possible at low speeds), turn MAGNETOS switch to START, advance throttle slowly from idle and lean the mixture from full rich as required to obtain smooth operation. OIL PSI INDICATOR IN RED BAND RANGE (RED DIGITS) 1. OIL °F - CHECK IF OIL °F ABOVE GREEN BAND RANGE OR OIL °F RISING (engine failure imminent) 2. Throttle Control - REDUCE POWER IMMEDIATELY 3. Airspeed - 70 KIAS (best glide speed) 4. Land as soon as possible (refer to EMERGENCY LANDING WITHOUT ENGINE POWER) IF OIL °F WITHIN GREEN BAND RANGE 2. OIL °F - MONITOR 3. OIL PSI - MONITOR 4. Land as soon as practical. (nearest suitable airport recommended) (Continued Next Page) 162PHUS-04 3-7 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. ENGINE FAILURES AND MALFUNCTIONS (Continued) CARB °F INDICATOR IN YELLOW BAND RANGE (YELLOW DIGITS) 1. ENGINE - MONITOR FOR ROUGHNESS AND/OR RPM LOSS NOTE Carb °F indicator in yellow band range indicates temperatures may support carb icing formation. IF ENGINE ROUGHNESS AND/OR RPM LOSS IS DETECTED (CARB °F IN YELLOW BAND RANGE) 2. CARB HEAT Control Knob - ON (pull full out) 3. THROTTLE Control - FULL (push full in) 4. MIXTURE Control - LEAN (as required) 5. CARB °F Indicator - CHECK IF ENGINE ROUGHNESS CONTINUES 6. CARB °F Indicator - MONITOR 7. ALTITUDE - CONSIDER CHANGE (to warmer or drier air mass if terrain permits) 8. Land as soon as practical. IF ENGINE ROUGHNESS AND/OR RPM LOSS IS NOT DETECTED 2. CARB °F Indicator - MONITOR 3. CARB HEAT Control Knob - AS REQUIRED 4. Continue flight as normal. 162PHUS-04 3-8 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Seats and Seat Belts - SECURE 2. Airspeed -70 KIAS - Flaps UP 65 KIAS - Flaps 10° - FULL 3. MIXTURE Control - IDLE CUTOFF (pull full out) 4. FUEL SHUTOFF Valve - OFF (pull full out) 5. Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ, (give location, intentions and SQUAWK 7700) 6. MAGNETOS Switch - OFF 7. Wing Flaps - AS REQUIRED (FULL recommended) 8. MASTER Switch (ALT and BAT) - OFF (when landing is assured) 9. ELT - ACTIVATE 10. Secondary Interior Door Latch (if installed) - OPEN 11. Primary Interior Door Latch - OPEN (just prior to touchdown) CAUTION NON-EMERGENCY FLIGHT WITH DOOR(S) OPEN IS PROHIBITED. NOTE Both cabin doors are equipped with gas struts and should open automatically when unlatched. Delaying opening until just prior to touchdown will reduce cabin buffeting and wind noise. 12. Touchdown - SLIGHTLY TAIL LOW 13. Brakes - APPLY HEAVILY (Continued Next Page) 162PHUS-04 3-9 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. FORCED LANDINGS (Continued) PRECAUTIONARY LANDING WITH ENGINE POWER 1. Seats and Seat Belts - SECURE 2. Airspeed - 70 KIAS 3. Wing Flaps - 10° or 25° 4. Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ, (give location, intentions and SQUAWK 7700) 5. Selected Field - FLY OVER (noting terrain and obstructions) 6. Wing Flaps - FULL (on final approach) 7. Airspeed - 60 KIAS 8. MASTER Switch (ALT and BAT) - OFF (when landing assured) 9. ELT - ACTIVATE 10. Secondary Interior Door Latch (if installed) - OPEN 11. Primary Interior Door Latch - OPEN (just prior to touchdown) CAUTION NON-EMERGENCY FLIGHT WITH DOOR(S) OPEN IS PROHIBITED. NOTE Both cabin doors are equipped with gas struts and should open automatically when unlatched. Delaying opening until just prior to touchdown will reduce cabin buffeting and wind noise. 12. Touchdown - SLIGHTLY TAIL LOW 13. MIXTURE Control - IDLE CUTOFF (pull full out) 14. MAGNETOS Switch - OFF 15. Brakes - APPLY HEAVILY 162PHUS-04 3-10 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. FORCED LANDINGS (Continued) DITCHING 1. Radio - TRANSMIT MAYDAY on 121.5 MHz, (give location, intentions and SQUAWK 7700) 2. Heavy Objects (in baggage area) - SECURE (if possible) 3. Seats and Seat Belts - SECURE 4. Wing Flaps - 25° or FULL 5. Power - ESTABLISH 300 FT/MIN DESCENT AT 60 KIAS NOTE If no power is available, approach at 70 KIAS with Flaps UP or at 65 KIAS with Flaps 10°. 6. Approach - High Winds, Heavy Seas - INTO THE WIND Light Winds, Heavy Swells - PARALLEL TO SWELLS 7. ELT - ACTIVATE 8. Secondary Interior Door Latch (if installed) - OPEN 9. Primary Interior Door Latch - OPEN (just prior to touchdown) CAUTION NON-EMERGENCY FLIGHT WITH DOOR(S) OPEN IS PROHIBITED. NOTE Both cabin doors are equipped with gas struts and should open automatically when unlatched. Delaying opening until just prior to touchdown will reduce cabin buffeting and wind noise. 10. Touchdown - LEVEL ATTITUDE AT ESTABLISHED 300 FT/MIN DESCENT 11. Face - CUSHION AT TOUCHDOWN (with folded coat) 12. Airplane - EVACUATE THROUGH CABIN DOORS 162PHUS-04 3-11 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. FIRES DURING START ON GROUND 1. MAGNETOS Switch - START (continue cranking to start the engine) IF ENGINE STARTS 2. Power - 1800 RPM (for a few minutes) 3. Engine - SHUTDOWN (inspect for damage) IF ENGINE FAILS TO START 2. THROTTLE Control - FULL (push full in) 3. MIXTURE Control - IDLE CUTOFF (pull full out) 4. MAGNETOS Switch - START (continue cranking) 5. FUEL SHUTOFF Valve - OFF (pull full out) 6. MAGNETOS Switch - OFF 7. MASTER Switch (ALT and BAT) - OFF 8. Engine - SECURE 9. Parking Brake - RELEASE 10. Fire Extinguisher - OBTAIN (have ground attendants obtain if not installed) 11. Airplane - EVACUATE 12. Fire - EXTINGUISH (using fire extinguisher, wool blanket, or dirt) 13. Fire Damage - INSPECT (repair or replace damaged components and/or wiring before conducting another flight) ENGINE FIRE IN FLIGHT 1. MIXTURE Control - IDLE CUTOFF (pull full out) 2. FUEL SHUTOFF Valve - OFF (pull full out) 3. MASTER Switch (ALT Only) - OFF 4. Cabin Vents - OPEN (as needed) 5. CABIN HEAT Control Knob - OFF (push full in) (to avoid drafts) 6. Airspeed - 85 KIAS (If fire is not extinguished, increase glide speed to find an airspeed, within airspeed limitations, which will provide an incombustible mixture) 7. Forced Landing - EXECUTE (refer to EMERGENCY LANDING WITHOUT ENGINE POWER) (Continued Next Page) 162PHUS-04 3-12 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. FIRES (Continued) ELECTRICAL FIRE OR CABIN FIRE IN FLIGHT 1. MASTER Switch (ALT and BAT) - OFF WARNING OUTSIDE VISUAL REFERENCE MUST BE USED TO MAINTAIN SITUATIONAL AWARENESS. ALL FLIGHT INSTRUMENTS, RADIOS, AND PITCH TRIM WILL BE INOPERATIVE WHEN MASTER SWITCH IS TURNED OFF. 2. Cabin Vents - CLOSED (to avoid drafts) 3. CABIN HEAT Control Knob - OFF (push full in) (to avoid drafts) 4. Fire Extinguisher - ACTIVATE (if available) 5. AVN MASTER Switch - OFF 6. All Other Switches (except MAGNETOS switch) - OFF IF FIRE HAS NOT BEEN EXTINGUISHED 7. MASTER Switch (ALT and BAT) - ON 8. Rapid Descent - EXECUTE (Perform sideslip to rapidly lose altitude and shorten exposure time). 9. AVN MASTER Switch - ON 10. Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ, (give location, intentions and SQUAWK 7700) 11. Forced Landing - EXECUTE (refer to PRECAUTIONARY LANDING WITH ENGINE POWER) NOTE The G300 self-test and ADAHRS alignment may take several minutes to establish thus delaying display of flight instrument data. It may be necessary to execute landing without airspeed or altitude information. (Continued Next Page) 162PHUS-04 3-13 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. FIRES (Continued) ELECTRICAL FIRE OR CABIN FIRE IN FLIGHT (Continued) IF FIRE HAS BEEN EXTINGUISHED AND ELECTRICAL POWER IS NECESSARY FOR CONTINUED FLIGHT TO NEAREST SUITABLE AIRPORT OR LANDING AREA WARNING AFTER THE FIRE EXTINGUISHER HAS BEEN USED, MAKE SURE THAT THE FIRE IS EXTINGUISHED BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE FROM THE CABIN. 7. Cabin Vents - OPEN (when sure that fire is completely extinguished) 8. CABIN HEAT Control Knob - ON (pull full out) (when sure that fire is completely extinguished) 9. Circuit Breakers - CHECK (for OPEN circuit(s), do not reset) 10.MASTER Switch (ALT and BAT) - ON 11.AVN MASTER Switch - ON 12.Land the airplane as soon as possible to inspect for damage. WING FIRE 1. LDG Light Switch - OFF 2. NAV Light Switch - OFF 3. STROBE Light Switch - OFF NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin. 4. Land as soon as possible. 162PHUS-04 3-14 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. ICING INADVERTENT ICING ENCOUNTER DURING FLIGHT 1. Turn back or change altitude to exit icing conditions. Consider lateral or vertical flight path reversal to return to last "known good" flight conditions (to obtain an outside air temperature that is less conducive to icing). Maintain VFR flight. WARNING FAILURE TO ACT QUICKLY MAY RESULT IN AN UNRECOVERABLE ICING ENCOUNTER. 2. CABIN HEAT Control Knob - ON (pull full out) 3. A/P DISC/CWS (if installed) - PRESS (verify autopilot disengages and aural alert is heard) WARNING DO NOT ENGAGE AUTOPILOT WITH VISIBLE ICE ON AIRFRAME OR AFTER ENCOUNTERING ICING CONDITIONS. 4. Watch for signs of induction air filter icing and apply carburetor heat as required. Monitoring the G300 Carb °F Indicator may assist early detection. A loss of engine RPM could be caused by carburetor ice or ice blocking the air intake filter. Adjust the throttle as necessary to hold engine RPM. Adjust mixture as necessary for any change in power settings or if carburetor heat is used continuously. 5. Watch for ice accretion on pitot tube and signs of pitot-static icing. Airspeed and altimeter indications may become unreliable. a. Attitude and Heading information will remain reliable in event of airspeed and altimeter failure. Use attitude indicator to monitor pitch and bank. b. Reference GS (ground speed) in conjunction with GPS derived wind information to determine an approximate airspeed. (Continued Next Page) 162PHUS-04 3-15 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. ICING (Continued) INADVERTENT ICING ENCOUNTER DURING FLIGHT (Continued) c. Reference GPS ALTITUDE on MFD INFO page (if installed) or select G300 TERRAIN Profile page. GPS Altitude is provided by the white arrowhead on the left side of the TERRAIN Profile display. d. Navigate using Heading Strip, Lateral Deviation, and GPS moving map (GPS moving map and TERRAIN Profile can not be displayed at the same time). NOTE GPS information is not as accurate as barometric data but will provide an approximate value for comparison to pitot- static instruments or a back-up if barometric instruments become unreliable. 6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable off airport landing site. 7. With an ice accumulation of 0.25 inch (6.35 mm) or more on the wing leading edges, be prepared for significantly higher power requirements, higher approach and stall speeds, and a longer landing roll. Gently pitch and yaw the airplane periodically to keep ice bridging on the controls to a minimum. 8. Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness. 9. Perform a landing approach using a forward slip, if necessary, for improved visibility. 10. Approach at 65 to 70 KIAS (estimated 70 KTS if using GPS for airspeed indication) depending upon the amount of ice accumulation. 11. Perform landing in level attitude. 12. Go arounds should be avoided whenever possible because of severely reduced climb capability. 162PHUS-04 3-16 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. ABNORMAL LANDINGS LANDING WITH PARTIAL OR NO FLIGHT INSTRUMENT INFORMATION 1. Transponder - Select Pressure Alt display using FUNC button (ADAHRS may be providing altitude information to transponder). 2. Selected Field - FLY OVER (noting terrain, obstructions, and any visual cues that may be used for speed references (i.e. traffic on nearby highway, etc)) 3. Approach - NORMAL 4. Wing Flaps - AS REQUIRED (FULL recommended) 5. Speed - Use best pilot judgment and experience to reference speed cues such as flap extension forces, slipstream sounds, etc. Stall warning horn will function and provide approximately 5 knot stall warning. 6. Touchdown - NORMAL 7. Directional Control - MAINTAIN NOTE Without accurate speed information, landing may be made at faster than normal speeds. Gently apply brakes while continuing to “fly” the airplane during roll-out. Loss of directional control may result from locked brakes and skidding tires due to over braking. LANDING WITH A FLAT MAIN TIRE 1. Approach - NORMAL 2. Wing Flaps - FULL 3. Touchdown - GOOD MAIN TIRE FIRST (hold airplane off flat tire as long as possible with aileron control) 4. Directional Control - MAINTAIN (using rudder and brake on good wheel as required) 162PHUS-04 3-17 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. ABNORMAL LANDINGS (Continued) LANDING WITH A FLAT NOSE TIRE 1. Approach - NORMAL (choose longest runway if possible) 2. Wing Flaps - AS REQUIRED a. 65 to 70 KIAS - Flaps UP - 10° b. Below 65 KIAS - Flaps 10° - FULL 3. Touchdown - ON MAINS (tail slightly low) 4. Elevator - continue stick to full aft as airplane slows (hold nosewheel off the ground as long as possible) 5. When nosewheel touches down, maintain full up elevator as airplane slows to stop. 6. Directional Control - MAINTAIN (using full rudder control) Attempt to limit differential braking. 7. Braking - Use brakes only as needed to lessen chance of prop strike. Rolling drag of the flat nose tire will increase braking effect. DOOR OPEN IN FLIGHT WARNING INTENTIONAL FLIGHT WITH DOOR(S) OPEN IS PROHIBITED. 1. CABIN DOOR - LEAVE OPEN (do not attempt to close) 2. THROTTLE Control - REDUCE (as necessary) 3. Airspeed - 80 KIAS (or less) 4. Seat Belts - CHECK (verify secure and tight) 5. Cabin - CHECK (stow loose materials) 6. Land as soon as practical. LANDING WITH DOOR OPEN 1. Wing Flaps - AS REQUIRED a. 65 to 70 KIAS - Flaps UP - 10° b. Below 65 KIAS - Flaps 10° - FULL 2. Landing Approach - NORMAL (limit sideslip angle if possible) 3. Touchdown - NORMAL 162PHUS-04 3-18 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS LOSS OF ALL ELECTRICAL POWER (EXCEPT PFD) 1. MAIN CB RESET Switch - PRESS MOMENTARILY IF ELECTRICAL POWER RESUMES NORMAL OPERATION 2. Continue flight and land as soon as practical. IF ELECTRICAL POWER REMAINS INOPERATIVE (EXCEPT PFD) 2. Land as soon as possible. NOTE The PFD will be operating on the secondary battery only. The secondary battery is not a back-up battery. It is included in the electrical system to limit display presentation issues that might arise during the voltage drop which occurs during engine start. In good condition, the secondary battery may provide 5 to 10 minutes of PFD operation. 3. Prepare for total loss of electrical power and PFD. Refer to ABNORMAL LANDINGS, LANDING WITH PARTIAL OR NO FLIGHT INSTRUMENT INFORMATION. (Continued Next Page) 162PHUS-04 3-19 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) LOW VOLTS ANNUNCIATOR COMES ON OR VOLTS INDICATION BELOW GREEN BAND RANGE OR VOLTS LESS THAN 12.5 NOTE Volts indication below the green band range or less than 12.5 volts may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the volts indication will increase into the green band range (12.5 - 15.0 volts) at higher RPM. The master switch need not be recycled since an overvoltage condition has not occurred to deactivate the alternator system. 1. AVN MASTER Switch - OFF NOTE Radio, Transponder, Pitch Trim, and options (MFD, Autopilot, and PS Intercom), if installed, will be inoperative with AVN MASTER Switch in the OFF position. 2. START/ALT Circuit Breaker - CHECK IN (if open, reset (close) circuit breaker. If circuit breaker opens again, do not reset) 3. MASTER Switch (ALT Only) - OFF 4. MASTER Switch (ALT Only) - ON 5. MAIN CB RESET Switch - PRESS MOMENTARILY 6. VOLTS - CHECK 13.5 Volts (minimum) 7. AMPS - CHECK CHARGING (positive) 8. AVN MASTER Switch - ON (only if VOLTS are 12.5 and AMPS are charging) (Continued Next Page) 162PHUS-04 3-20 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) LOW VOLTS ANNUNCIATOR COMES ON OR VOLTS INDICATION BELOW GREEN BAND RANGE OR VOLTS LESS THAN 12.5 (Continued) IF VOLTS INDICATION REMAINS BELOW GREEN BAND RANGE OR LESS THAN 12.5 VOLTS 9. MASTER Switch (ALT Only) - OFF 10. Electrical Load - REDUCE as follows: a. LDG Light Switch - OFF (use as required for landing) b. NAV Light Switch - OFF c. STROBE Light Switch - OFF d. AVN MASTER Switch - OFF NOTE Radio, Transponder, Pitch Trim, and options (MFD, Autopilot, and PS Intercom), if installed, will be inoperative with AVN MASTER Switch in the OFF position. 11. Land as soon as practical. NOTE A fully charged battery in good condition should provide power under reduced load for 30 minutes. 162PHUS-04 3-21 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) VOLTS INDICATION ABOVE GREEN BAND RANGE OR VOLTS MORE THAN 15 1. MASTER Switch (ALT Only) - OFF 2. Electrical Load - REDUCE as follows: a. LDG Light Switch - OFF (use as required for landing) b. NAV Light Switch - OFF c. STROBE Light Switch - OFF d. AVN MASTER Switch - OFF NOTE Radio, Transponder, Pitch Trim, and options (MFD, Autopilot, and PS Intercom), if installed, will be inoperative with AVN MASTER Switch in the OFF position. 3. Land as soon as practical. NOTE A fully charged battery in good condition should provide power under reduced load for 30 minutes. 162PHUS-04 3-22 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. AIR DATA, ATTITUDE AND HEADING REFERENCE SYSTEM (ADAHRS) FAILURE RED X - PFD OR MFD INDICATORS (AIRSPEED, ALTITUDE, ATTITUDE, HORIZONTAL SITUTATION INDICATOR (HSI), OR ENGINE INDICATING SYSTEM (EIS)) 1. ADAHRS Circuit Breaker - CHECK IN a. If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset. b. If closed, pull (open) ADAHRS Circuit Breaker, and pull (open) SEC PWR Circuit Breaker (overhead Panel Light will go off) then reset (close) both circuit breakers. 2. Affected Indicator (other than EIS) - RED-X STILL DISPLAYED a. Reference GS (ground speed) in conjunction with GPS derived wind information to determine an approximate airspeed. b. Select COMPASS ARC from G300 MAP SET-UP for approximate GPS derived heading information or monitor magnetic compass (if installed). c. Reference GPS ALTITUDE on TERRAIN PROFILE page (GPS altitude is the white arrowhead on left side) or MFD INFO page (if installed) for approximate altitude. d. Navigate using pilotage and GPS moving map if available. e. Land as soon as possible. 3. EIS Engine Indicating System - RED-X STILL DISPLAYED a. If only the EIS is RED X (no other PFD or MFD RED X is present), continue monitoring. Non-emergency full throttle operation should be limited to prevent engine overspeed or exceeding temperatures. Descents should be made at idle with carburetor heat applied. b. Land as soon as possible. 4. Affected Indicator - RED-X HAS CLEARED (indicator normal) 5. Land as soon as practical. 162PHUS-04 3-23 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. PFD/MFD DISPLAY MALFUNCTION OR FAILURE PFD OR MFD DISPLAY BLACK (NO INFORMATION) 1. PANEL LIGHTS Control Knob - FULL BRIGHT (full clockwise rotation) 2. PFD/MFD Circuit Breaker - CHECK IN a. If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset. b. If closed, pull (open) PFD/MFD Circuit Breaker, and pull (open) SEC PWR Circuit Breaker (overhead Panel Light will go off) then reset (close) both circuit breakers. 3. Affected Display - CONTINUED BLACK SCREEN (No information displayed) - Use other display (if installed). a. Transponder - Select Pressure Alt display using FUNC button (ADAHRS may be providing altitude information to transponder). b. Navigate using pilotage and magnetic compass (if installed) to nearest suitable landing site. c. Land as soon as possible. Refer to LANDING WITH PARTIAL OR NO INSTRUMENTATION INFORMATION. 4. Affected Display - NORMAL SCREEN a. Land as soon as practical. (Continued Next Page) 162PHUS-04 3-24 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. PFD/MFD DISPLAY MALFUNCTION OR FAILURE (Continued) PFD OR MFD DISPLAY INFORMATION NOT UPDATING 1. Pull (open) the following circuit breakers: a. ADAHRS Circuit Breaker - OPEN b. PFD/MFD Circuit Breaker - OPEN c. SEC PWR Circuit Breaker - OPEN (overhead panel light will go off) 2. Reset (close) all three circuit breakers a. ADAHRS Circuit Breaker - CLOSE b. PFD/MFD Circuit Breaker - CLOSE c. SEC PWR Circuit Breaker - CLOSE 3. Affected Display(s) - NOT UPDATING (use other display) (if installed) a. Transponder - Select Pressure Altitude display using FUNC button (ADAHRS may be providing altitude information to transponder). b. Navigate using pilotage and magnetic compass (if installed) to nearest suitable landing site. c. Land as soon as possible. Refer to LANDING WITH PARTIAL OR NO INSTRUMENTATION INFORMATION. 4. Affected Display - NORMAL SCREEN a. Land as soon as practical. 162PHUS-04 3-25 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. ELECTRIC PITCH TRIM FAILURE 1. AVN MASTER Switch - VERIFY ON 2. TRIM/AP Circuit Breaker - CHECK IN a. If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset. b. If closed, pull (open) TRIM/AP Circuit Breaker, then reset (close) the circuit breaker. ELECTRIC PITCH TRIM SYSTEM REMAINS INOPERATIVE 3. Reduce pitch control forces by changing speed or flap configuration (within airspeed limitations). 4. CRUISE - Consider range reduction and destination change if cruise speed is reduced by flap speed limitations. 5. APPROACH - Establish stabilized approach using normal speeds is preferred. This may include change of destination for longer runway. 6. LANDING WITH FAILED TRIM - Consider making Flaps UP landing if pitch control force increases uncomfortably when lowering landing flaps. 7. Land as soon as practical. ELECTRIC PITCH TRIM SYSTEM RESUMES NORMAL OPERATION 3. Land as soon as practical. 162PHUS-04 3-26 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. AMPLIFIED EMERGENCY PROCEDURES The following Amplified Emergency Procedures provide additional information beyond that in the Emergency Procedures Checklists portion of this section. These procedures also include information not readily adaptable to a checklist format, and material to which a pilot could not be expected to refer in resolution of a specific emergency. This information should be reviewed in detail prior to flying the airplane, as well as reviewed on a regular basis to keep pilot’s knowledge of procedures fresh. ENGINE FAILURE If an engine failure occurs during the takeoff roll, stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. If an engine failure occurs immediately 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 the 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 most important task is to continue flying the airplane. The best glide speed, as shown in Figure 3-1, should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 162PHUS-04 3-27 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. MAXIMUM GLIDE Figure 3-1 162PHUS-04 3-28 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Transmit Mayday message on 121.5 MHz giving location, intentions and squawk 7700. Before attempting an off airport landing with engine power available, one should fly over the landing area at a safe, but low altitude, to inspect the terrain for obstructions and surface conditions, proceeding as discussed in the Precautionary Landing With Engine Power checklist. On Airplanes 16200241 and on, and airplanes 16200002 thru 16200240 incorporating SB11-52-01 the secondary door latch assembly must be rotated to the OPEN position prior to disengaging the primary interior door latch assembly when ditching or attempting an off-airport landing. Prepare for ditching by securing heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday messages on 121.5 MHz giving location, intentions and squawk 7700. Avoid a landing flare because of the difficulty in judging height over a water surface. The checklist assumes the availability of power to make a precautionary water landing. If power is not available, use of the airspeeds noted with minimum flap extension will provide a more favorable attitude for a power off ditching. In a forced landing situation, DO NOT turn off the MASTER switch (BAT side) or AVN MASTER switch before the landing is assured unless specifically instructed by the emergency procedure checklist. Premature deactivation of these switches will disable all airplane electrical systems. Note however there are specific emergency procedures (such as Electrical Fire) which do require the MASTER switch (ALT side) to be turned off. Exercise caution when performing these procedures to make sure that only the ALT side is selected off. Before completing a forced landing, especially in remote and mountainous areas, activate the ELT by pressing the ELT ON button in the remote switch panel located on the right side of the instrument panel. For complete information on ELT operation, refer to Section 9, Supplements. 162PHUS-04 3-29 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. LANDING WITHOUT ELEVATOR CONTROL Using throttle and electric elevator trim switch, trim for horizontal flight at 55-60 KIAS with flaps 25° selected. Then do not change the elevator trim or the flap setting; control the glide angle by making small changes in power. Power changes should be made slowly and smoothly. The electric elevator trim is powerful. It is best to bump, or pulse, the trim switch to make changes. Holding the trim switch can result in over trimming and may start a Pilot Induced Oscillation (PIO) condition resulting in chasing the trim. If this occurs, it is best to let the airplane stabilize then start again by just bumping the trim switch. When in the flare, the elevator trim switch should be pulsed aft toward the full-nose-up position at the same time slowly reducing power so that the airplane is rotated to a slightly nose-above-the-horizon attitude for touchdown. During the landing flare or round-out, the nose will come down when power is reduced and the airplane may touch down on the nosewheel before the main wheels. Maintain directional control and close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight, if a fire is encountered, the steps of the appropriate checklist should be followed. After completion of the checklist procedure, execute a forced landing. Do not attempt to restart the engine. The first sign of an electrical fire is usually the smell of burning insulation. The checklist procedure for electrical fires calls for electrical power to be turned off. All flight instruments and navigation will be lost at this time. The checklist procedure should result in the elimination of the fire. When the fire is extinguished, electrical power may be turned on to those systems not involved. Navigation and flight information, if unaffected, should be reposted to instruments within 1-2 minutes. If the fire is not extinguished, a rapid descent should be initiated and the electrical system turned back on. This may provide airspeed and altitude data in preparation for a forced landing. 162PHUS-04 3-30 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. EMERGENCY OPERATION IN CLOUDS The Model 162 Skycatcher is not equipped or certified for IFR flight. The following instructions assume that the pilot is not very proficient at instrument flying and is flying the airplane without the autopilot engaged (if installed). The autopilot (if installed) will not operate if the ADAHRS unit fails. EXECUTING A 180° TURN IN CLOUDS (ADAHRS FAILED) Upon inadvertently entering the clouds, an immediate turn to reverse course and return to VFR conditions should be made. With ADAHRS FAILED, magnetometer (magnetic) heading information is not available. The G300 map display should be configured with the COMPASS ARC from the MAP SET-UP menu. The COMPASS ARC will provide GPS derived heading information on the moving map display. GPS derived heading information is not as accurate as magnetic heading; it will provide a means of situational awareness and the moving map can provide navigation. Other GPS information such as track (TRK), etc. are also available with a functioning G300 system. Refer to the G300 Pilot's Guide. If the optional magnetic compass is installed, the magnetic compass maybe used in place of the G300 compass arc. The magnetic compass will be subject to normal magnetic compass A.N.D.S. variations during maneuvering. (Continued Next Page) 162PHUS-04 3-31 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. EMERGENCY OPERATION IN CLOUDS (Continued) EMERGENCY DESCENT THROUGH CLOUDS (ADAHRS FAILED) When returning to VFR flight after a 180° turn is not practical, a descent through the clouds to VFR conditions below may be appropriate. If possible, obtain an ATC assistance and clearance for an emergency descent through the clouds. Before descending into the clouds, prepare for a stabilized descent as follows: 1. Reference optional magnetic compass (if installed) or select G300 map with COMPASS ARC from MAP SET-UP menu for GPS derived approximate heading information on moving map display. 2. If MFD is installed, select the INFO page and reference the GPS ALTITUDE. GPS ALTITUDE is not the same as barometric altitude but it will give an altitude approximation. 3. TERRAIN - Select G300 TERRAIN - ON. If RED terrain warning is issued, apply full power and climb at 58 KIAS estimated. Stall warning will provide approximate 5 knot stall warning margin. 4. Monitor Ground Speed (GS) - GPS derived GS in combination with GPS derived wind vector information will allow approximation of airspeed. 5. MIXTURE Control - RICH (push full in) 6. CARB HEAT Control Knob - ON (pull full out) 7. THROTTLE Control - REDUCE (1700 - 1800 RPM) 8. Approximate Airspeed - 70 - 75 Knots (estimate airspeed from GS and wind vector data) 9. Elevator Trim - ADJUST (as required) 10. Maintain descent - procedure will provide 500 TO 800 FT/MIN descent rate. 11. Upon breaking out of clouds, resume normal cruising flight. (Continued Next Page) 162PHUS-04 3-32 CESSNA SECTION 3 MODEL 162 EMERGENCY PROCEDURES GARMIN G300 U.S. EMERGENCY OPERATION IN CLOUDS (Continued) RECOVERY FROM SPIRAL DIVE IN THE CLOUDS (ADAHRS FAILED) ADAHRS FAILURE If a spiral is entered while in the clouds, continue as follows: 1. THROTTLE Control - IDLE (pull full out) 2. Remove feet from rudder pedals. 3. Stop turn by carefully leveling the wings using aileron control while referencing COMPASS ARC or optional magnetic compass (if installed) and moving map for heading and turn information. 4. Cautiously apply elevator back pressure to slowly reduce airspeed to approximately 70 KIAS. Monitor speed and do not reduce airspeed below 70 KIAS. Slowly advance throttle to approximate 1700-1800 RPM as speed reaches 70-75 Knots. 5. Elevator Trim - ADJUST (maintain 70-75 KIAS glide speed) 6. Use aileron control to maintain wings level and constant heading. 7. CARB HEAT Control Knob - ON (pull full out) 8. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 9. Resume EMERGENCY DESCENT THROUGH THE CLOUDS procedure. 10. Upon breaking out of clouds, resume normal cruising flight. 162PHUS-04 3-33 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 162 GARMIN G300 U.S. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is prohibited and extremely dangerous. While an inadvertent encounter with these conditions can be resolved using the checklist procedures, the best action is to turn back or change altitude immediately to escape icing conditions. Watch for signs of pitot-static icing and ice accretion on the unheated pitot tube. If airspeed and altimeter indications become unreliable, GPS derived flight information can provide approximate values for back-up. G