cessna - Seaplane Scenics

the points that you should know for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I and II are indicated airspeeds. Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section V. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. BEFORE STARTING THE ENGINE. (1) Seats and Seat Belts (2) Fuel Selector (3) Brakes -- -- Adjust and lock. -- "BOTH. Test and set. 1 (4) Radios and Flashing Beacon -- "OFF." 1-1 STARTING THE ENGINE. (1) Mixture -- Rich. (2) Carburetor Heat (3) Primer 2 -- -- - -- · Cold. 6 strokes (as required; none if engine is warm). Open 1/8". -- Close and lock primer. (4) Throttle (5) Master Switch (6) Propeller Area (7) Ignition Switch (8) Oil Pressure -- -- -- "ON." · Clear. "START" (release when engine starts). Check. BEFORE TAKE-OFF. -- (1) Parking Brake (2) Cabin Doors (3) Flight Controls (4) Trim Tab -- 13 Set. Closed and locked. -- Check. "TAKE-OFF" setting. (5) Throttle Setting 1700 RPM. -->> (6) Engine Instruments and Ammeter -- -- Check. (7) Suction Gage Check (4.6 to 5.4 inches of mercury). (8) Carburetor Heat (9) Magnetos -- -- Check operation. Check (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). (10) Flight Instruments and Radios · Set. (11) Optional Autopilot or Wing Leveler -- Off. TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- 0° (2) Carburetor Heat (3) Power -- 13 Cold. Full throttle (applied smoothly). (4) Elevator Control Lift nosewheel at 60 MPH. (5) Climb Speed -- 85 MPH. MAXIMUM PERFORMANCE TAKE-OFF. 1-2 (1) Wing Flaps -- 0°. (2) Carburetor Heat - Cold. -- (3) Brakes (4) Power (5) Brakes -- -- -- Apply. Full throttle. Release. (6) Airplane Attitude -- - Slightly tail low. (7) Climb Speed -- 68 MPH until all obstacles are cleared. CLIMB. NORMAL CLIMB. (1) Airspeed (2) Power (3) Mixture -- -- -- 80 to 90 MPH. Full throttle. Full rich (mixture may be leaned above 5000 feet). MAXIMUM PERFORMANCE CLIMB. (1) Airspeed (2) Power (3) Mixture -- -- -- 82 MPH at sea level to 79 MPH at 10,000 feet. Full throttle. Full rich (mixture may be leaned above 5000 feet). CRUISING. (1) Power 2200 to 2700 RPM. NOTE Maximum cruise RPM varies with altitude. For details, refer to Section V. (2) Trim Tab (3) Mixture -- -- Adjust. Lean for maximum RPM. LET-DOWN. (1) Mixture (2) Power -- -- Rich. As desired. (3) Carburetor Heat -- As required to prevent carburetor icing. 1-3 BEFORE LANDING. (1) Fuel Selector --> "BOTH." -- · Rich. (2) Mixture (4) Wing Flaps (3) Carburetor Heat -- -- Apply full heat before closing throttle. As desired. (5) Airspeed -- 70 to 80 MPH (flaps up), 65 to 75 MPH (flaps down). BALKED LANDING (GO-AROUND). -- Full throttle. -- - Cold. (1) Power (2) Carburetor Heat (3) Wing Flaps -- - Retract to 20°. (4) Upon reaching an airspeed of approximately 65 MPH, retract flaps slowly. NORMAL LANDING. -- (1) Touchdown (2) Landing Roll Main wheels first. -- Lower nosewheel gently. (3) Braking Minimum required. AFTER LANDING. -- Up. -- - Cold. (1) Wing Flaps (2) Carburetor Heat SECURE AIRCRAFT. -- Idle cut-off (pulled full out). (1) Mixture - (2) All switches (3) Brakes -- -- Set. (4) Control Lock Off. -- Installed. 1-4 1-6 INSTRUMENT PANEL 1 3 45- 10 11 12 33 32 31 30 29 28 27 26 25 20 19 18 17 16 15 14 13 21 24- 22 23 1. Flight Instrument Group 2. Compass Correction Card 3. Aircraft Registration Number 4. Magnetic Compass 6. Rear View Mirror (Opt. ) 6. Radio Selector Switches (Opt.) 7. Marker Beacon Indicator Lights and Switches (Opt.) 8. Radios (Opt.) 9. Tachometer 10. Ammeter 11. Fuel and Oil Gages 12. Suction Gage (Opt.) 13. Optional Instrument Space (Typical) 14. Map Compartment 16. Carburetor Air Temperature Gage (Opt.) 16. Wing Flap Position Indicator 17. Cigar Lighter 18. Cabin Air and Heat Controls 19. Wing Flap Switch 20. Mixture Control Knob 21. Autopilot Control Unit (Opt.) 22. Throttle 23. Microphone 24. Elevator Trim Control Wheel 25. Carburetor Air Heat Control 26. Electrical Switches 27. Circuit Breakers 28. Parking Brake Handle 29. Ignition/Starter Switch 30. Phone Jack 31. Master Switch 32. Static Pressure Alternate Source Valve (Opt.) 33. Primer Figure 2-1. Section II DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing. With the fuel selector valve on "BOTH," the total usable fuel for all flight con- ditions is 38 gallons. Fuel from each wing tank flows by gravity to a selector valve. De- pending upon the setting of the selector valve, fuel from the left, right, or both tanks flows through a fuel strainer and carburetor to the engine induction system. IMPORTANT The fuel selector valve should be in the "BOTH" position for take-off, climb, landing, and maneuvers that involve prolonged slips or skids. Operation from either "LEFT" or "RIGHT" tank is reserved for cruising flight. NOTE When the fuel selector valve handle is in the "BOTH" position in cruising flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the "heavy" wing. For fuel system servicing information, refer to Lubrication and Servicing Procedures in Section IV. 2-1 VENT FUEL SYSTEM SYSTEM SCHEMATIC LEFT FUEL TANK TO ENGINE CODE FUEL SUPPLY ENGINE PRIMER Both LANDS ON FO SELECTOR VALVE or & LANDING FUEL STRAINER RIGHT FUEL TANK VENT #00 THROTTLE MECHANICAL LINKAGE CARBURETOR ΤΟ ENGINE 2-2 Figure 2-2. MIXTURE CONTROL KNOB ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). A 12-volt bat- tery is located on the leit-hand forward portion of the firewall. On the standard Model 172, power is supplied to all electrical and electronic system circuits from a single bus bar. Due to the single bus bar, all radios and general electrical systems should be turned off before the ignition/starter switch or external power circuit is activated. If the radios or systems are left on during starting procedures or external power usage, transient voltage may damage transistors in the circuits or systems. On the Skyhawk models, power is supplied to all electrical circuits through a split bus bar, one side containing electronic systems and the other side having general electrical systems. Both sides of the bus are on at all times except when either an external power source is connected or the ignition/starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronic bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the transistors in the electronic equipment. Figure 2-3 illustrates the split bus bar for the Skyhawk model; wiring in the standard Model 172 is identical except for the split bus system. AMMETER. The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the aircraft electrical system. When the engine is operating and the master switch is "ON," the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. CIRCUIT BREAKERS AND FUSES. The majority of electrical circuits in the airplane are protected by "push-to-reset" circuit breakers mounted on the instrument panel. Ex- ceptions to this are the optional clock, flight hour recorder, and battery contactor closing (external power) circuits which have fuses mounted adjacent to the battery. Also, the cigar lighter is protected by a man- ually reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. The alternator field and wiring is protected by an automatically resetting circuit breaker. 2-3 REGULATOR ELECTRICAL SYSTEM HH SCHEMATIC INST ° GEN A+ P LAND LT MASTER SWITCH ALTERNATOR ALTERNATOR FIELD CIRCUIT BREAKER STARTER CONTACTOR REVERSE POLARITY CONTACTOR AMMETER GROUND SERVICE PLUG RECEPTACLE {OPT] PRIMARY TO CIGAR LIGHTER (WITH CIRCUIT BREAKER) \ TO FUEL QUANTITY INDICATORS TO LANDING & TAXI LIGHTS (OPT) TO MAP LIGHTS TO DOME & OPT COURTESY LIGHTS INT LE TO INSTRUMENT & COMPASS LIGHTS TO OPTIONAL TURN COORDINATOR OR OPTIONAL TURN & BANK INDICATOR TO NAVIGATION LIGHTS TO IGNITION-STARTER SWITCH NAV IT TO WING FLAP POSITION INDICATOR PITOT HT TO PITOT HEAT SYSTEM (OPT) (⑬) TO WING FLAP SYSTEM FLAP STARTER BATTERY CONTACTOR BATTERY *SPLIT BUS CONTACTOR (NORMALLY CLOCK (OPT) CLOSED) OIL PRESSURE SWITCH (OPT) FLIGHT HOUR RECORDER (OPT) CODE CIRCUIT BREAKER FUSE DIODE + CAPACITOR W RESISTOR * DENOTES SKYHAWK ONLY 2-4 回 TO NAVIGATION LIGHT CIRCUIT BREAKER ☑ TO FLASHING BEACON (OPT) BCN TO RADIO (OPT) RADIO 4 TO RADIO (OPT] RADIO 3 TO RADIO (OPT) RADIO 2 · TO RADIO (OPT) RADIO 1 ELECTRONIC MUS IGNITION- STARTER MAGNETOS SWITCH Figure 2-3. AUTO PILOT TO AUTOMATIC PILOT (OPTI TO AUDIO AMPLIFIER (OPT) SAUD AMP NOTE: SPLIT BUS USED ON SKYHAWK MODEL ONLY 05; SYNTHES