PILOT'S OPERATING HANDBOOK Cessna 1976 Skyhawk CESSNA MODEL 172M

MODEL 172M 1. Wing span shown with strobe lights installed. 2. Maxim um heig ht shown with nose gear depressed, all tires and nose strut properly inflated, and flashing beacon install ed. 3. Wheel '.ase length is 65". 4. Propeller ground clearance is 11 3/4". 5. Wing area is 174 square feet. 6. Minimum turning radius (*pivot poi nt to outboard wing tip) is 27' 5%". * PIVOT POINT CESSNA MODEL 172M SECTION 1 GENERAL INTRODUCTION This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. 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: Avco Lycoming. E;ngine Model Number: 0-320-E2D. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally- opposed, carburetor equipped, four-cylinder engine with 320 cu. in. displacement. Horsepower Rating and Engine Speed: 150 rated BHP at 2700 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1C160/DTM7553. Number of Blades: 2. Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches. Propeller Type: Fixed pitch. FUEL Fuel Grade (and Color): 80/87 Minimum Grade Aviation Fuel (red). Alternate fuels which are also approved are: 100/130 Low Lead AVGAS {green). {Maximum lead content of 2 cc per gallon. ) 100/130 Aviation Grade Fuel {green). (Maximum lead content of 4. 6 cc per gallon. ) NarE When substituting a highe r octane fuel, low lead AVGAS 100 should be used wh eneve r possible since it will result in less lead contamin ation of the engine. 1-3 SECTION 1 GENERAL CESSNA MODEL 172M Fuel Capacity: Oil Standard Tanks: Total Capacity: 42 gallons. Total Capacity Each Tank: 21 gallons. Total Usable: 38 gallons . Long Range Tanks: Total Capacity: 52 gallons. Total Capacity Each Tank: 26 gallons. Total Usable: 48 gallons. NOfE To ensure maximum fuel capacity when refueling , place the fuel selector valve in either LEFT or RIGHT posi- tion to prevent cross-feeding. Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized. Recommended Viscosity For Temperature Range: SAE 50 above l6°C (60°F). SAE 10W30 or SAE 30 between -18°C (0°F) and 21°C (70°F). SAE 10W30 or SAE 20 below -12°C(l0°F}. NOfE I Multi-viscosity oil with a range of SAE 10W30 is recom- mended for improved starting in cold weather. Oil Capacity: 1- 4 Sump: 8 Quarts . Total: 9 Quarts. CESSNA MODEL 172M SECTION 1 GENERAL MAXIMUM CERTIFICATED WEIGHTS Takeoff, Normal Cate gory: 2300 lbs. utility Category: 2000 lbs. Landing, Norm al Categ o ry: 2300 lbs. Utility Category: 2000 lbs. Weight in Baggage Compartment, Normal Category: Baggage Area 1 (or passenger on child's seat)-Station 82 to 108: 120 lbs. See note below. Baggage Area 2 -Station 108 to 142: 50 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. Weight in Baggage Compartment, Utility Category: In this category, the bagg age compartment and rear seat must not be occupied. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Skyhawk: 1387 lb s. Maximum Usefu l L oad : Skyhawk: Skyhawk II: Skyhawk II: 1412 l bs . Normal C ategory 913 lbs. 888 l bs. CA BIN AND ENTRY DIME NS IONS Utility Categor y 613 lbs. 588 lbs . Detailed dimensions of t he cabi n inter i or and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage a rea and baggage door opening are illus- trated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 13. 2 lbs. / sq. ft. Po wer Loading: 15. 3 lbs. / hp. 1-5 --.... SECTION 1 GENERAL CESSNA MODEL 172M SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS 'VA VFE VNO VNE Vs Vs0 vx Vy Knots Calibrated A irs peed is i!1dicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard at- mosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots rel- ative to undisturbed air which is KCAS corrected for altitude and temperature. Maneuvering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permis- sible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be ex- ceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity. Best Angle- of -Climb Speed is the speed wnich results in the g reatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. 1-6 It is expressed in either degrees Celsius (formerly Centi- grade) or degrees Fahrenheit. CESSNA MODEL 172M SECTION 1 GENERAL Standard Tempera- ture Pressure Altitude Standard Temperature is l5°C at sea level pressure altitude and decreases by 2 C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the barometric subscale has been set to 29. 92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP RPM Static RPM Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Static RPM is engine speed attained during a full-throttle en- gine runup when the airplane is on the ground and stationary. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Demonstrated Crosswind Velocity is the velocity of the cross- ·wind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests . The value shown in not considered to be limiting. Usable Fuel Usable Fuel is the fuel available for flight planning. Unusable Fuel GPH NMPG g Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a spe- cific engine power setting and/or flight configuration. ~is acceleration due to gravity. WEIGHT AND BALANCE TERMINOLOGY Reference Reference Datum is an imaginary vertical plane from which Datum all horizontal dist ances are measured for balance purposes. Statio n Station is a locati on along the airplane fuselage given in terms of the dist ance from the reference datum. 1-7 SECTION 1 GENERAL Arm Moment Center of Gravity (C . G .) e.G. Arm e.G. Limits Standard Empty Weight CESSNA MODEL 172M Arm is the horizontal distance from the reference datum to the center of gravity (C. G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits. ) Center of Gravity is the point at which an airplane, or equip- ment, would balance if suspended. Its dista nce from the reference datum is found by dividing the total moment by the total weight of the airplane . Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. 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 is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Basic Empty Weight is the standard empty weight plus the Weight weight of optional equipment. Useful Load Gross (Loaded) Weight Maximum Takeoff ·Weight Maximum Landing Weight Tare 1-8 Useful Load is the difference between takeoff weight and the basic empty weight. Gross (Loaded) Weight is the loaded weight of the airplane. Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run . Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare is the weight of chocks, blocks , stands, etc. used when weighing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. CESSNA MODEL 172M SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed Limitations . . . . Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits . . . . . Normal Category . . Utility Category . . Center of Gravity Limits Normal Category . Utility Category . Maneuver Limits Normal Category . Utility Category . Flight Load Factor Limits Normal Category Utility Category . . . Kinds of Operation Limits . Fuel Limitations Placards ....... . SECTION 2 LIMITATIONS Page 2-3 2-4 2-5 2-5 2-6 2-6 2-6 2-7 2-'7 2-7 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-9 2-10 2-1/ (2-2 blank) CESSNA MODEL 172M SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine , standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equip- ment are included in Section 9. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Ai rspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alter- nate static source is being used , ample margins should be observed to allow for the airspeed calibration varia- tions between the normal and alternate static sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A12 as Cessna Model No. 172M. 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 172M Airspeed limitations and their operational significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 158 160 Do not exceed this speed in any operation. VNO Maximum Structural 126 128 Do not exceed this speed Cruising Speed except in smooth air, and then only with caution. VA Maneuvering Speed: 2300 Pounds 96 97 Do not make full or abrupt 1950 Pounds 88 89 control movements above 1600Pounds 80 80 this speed. VFE Maximum Flap Extended 86 85 Do not exceed this speed Speed with flaps down. Maximum Window Open 158 160 Do not exceed this speed Speed with windows open. Figure 2-1. Airspeed Limitations 2-4 CESSNA MODEL 172M SECTION 2 LIMITATIONS AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 41-85 Full Flap Operating Range. Lower limit is maximum weight Vs 0 in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 47- 128 Normal Operating Range. Lower limit is maximum weight Vs with flaps retracted. Upper limit is maxi- mum structural cruising speed. Yellow Arc 128- 160 Operations must be ~onducted with caution and only in smooth air. Red Line 160 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Avco Lycoming. Engine Model Number: 0-320-E2D . Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 150 BHP. Maximum Engine Speed: 2700 RPM. NOTE The static RPM range at full throttle (carburetor heat off) is 2300 to 2420 RPM. Maximum Oil Temperature: l18°C (245°F). Oil Pressure, Minimum: 25 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1C160/DTM7553. Propeller Diameter, Maximum: 7 5 inches. Minimum: 74 inches. 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 172M POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE GREEN ARC YELLOW ARC INSTRUMENT MINIMUM NORMAL CAUTION LIMIT OPERATING RANGE Tachometer At Sea Level - - - 2200- - - - 2500 RPM At 5000 Ft. - - - 2200- - - - 2600 RPM At 10,000 Ft. - - - 2200- - - - 2700 RPM Oil Temperature - - - 100°-245°F - - - Oil Pressure 25 psi 60-90 psi - - - Carburetor Air - - - - - - -15° to 5°C Temperature Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS NORMAL CATEGORY Maximum Takeoff Weight: 2300 lbs. Maximum Landing Weight: 2300 lbs. Maximum Weight in Baggage Compartment: RED LINE MAXIMUM LIMIT 2700 RPM 2700 RPM 2700 RPM 245°F 100 psi - - - Baggage Area 1 (or passenger on child's seat)-Station 82 to 108: 120 lbs. See note below. 2-6 Baggage Area 2 -Station 108 to 142: 50 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. CESSNA MODEL 172M UTILITY CATEGORY Maximum Takeoff Weight: 2000 lbs. Maximum Landing Weight: 2000 lbs. SECTION 2 LIMITATIONS Maximum Weight in Baggage Compartment: In the utility category, the baggage compartment and rear seat must not be occupied. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range: Forward: 35. 0 inches aft of datum at 1950 lbs. or less, with straight line variation to 38. 5 inches aft of datum at 2300 lbs. Aft: 47. 3 inches aft of datum at all weights. Reference Datum: Front face of firewall. UTILITY CATEGORY Center of Gravity Range: Forward: 35. 0 inches aft of datum at 1950 lbs. or less, with straight line variation to 35. 5 inches aft of datum at 2000 lbs. Aft: 40. 5 inches aft of datum at all weights. Reference Datum: Front face of firewall. MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls) and turns in which the angle of bank is not more than 60° . UTILITY CATEGORY This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, instru- ment pilot and flight instructor , certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when oper- ated in the utility category. In the utility category, the baggage compartment and rear seat must 2-7 SECTION 2 LIMITATIONS CESSNA MODEL 172M not be occupied. ed below: No aerobatic maneuvers are approved except those list- MANEUVER Chandelles . Lazy Eights Steep Turns Spins .. . Stalls (Except Whip Stalls). RECOMMENDED ENTRY SPEED* 105 knots 105 knots 95 knots Slow Deceleration Slow Deceleration *Abrupt use of the controls is prohibited above 97 knots. Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads . In the execution of all maneuvers, avoid abrupt use of controls. Intentional spins with flaps ex- tended are prohibited. FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY Flight Load Factors (Gross Weight - 2300 lbs.) *Flaps Up .................. +3.8g, -1.52g *Flaps Down . . . . . . . . . . . . . . . . . +3. Og *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. UTILITY CATEGORY Flight Load Factors (Gross Weight - 2000 lbs.) 2-8 *Flaps Up . . . . . . . . . . . . . . . . . . +4. 4g, -1. 76g *Flaps Down . . . . . . . . . . . . . . . . . +3. Og *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. CESSNA MODEL 172M KINDS OF OPERATION LIMITS SECTION 2 LIMITATIONS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum re- quired instrumentation and equipment for these operations. The refer- e nce to types of flight operations on the operating limitations placard re - flects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibite d. FUEL LIMITATIONS 2 Standard Tanks: 21 U.S. gallons each. Total Fuel: 42 U.S. gallons. Usable Fuel (all flight conditions): 38 U.S. gallons. Unusable Fuel: 4. 0 U.S. gallons. 2 Long Range Tanks: 26 U.S. gallons each. Total Fuel: 52 U.S. gallons. Usable Fuel (all flight conditions) : 48 U.S . gallons. Unusable Fuel: 4. 0 U.S. gallons. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT posi- tion to prevent cross-feeding. NOTE Takeoff and land with the fuel selector valve handle in the BOTH position. Fuel Grade (and Color): 80/8 7 Minimum Grade Aviation Fuel (red). Alternate fuels which are also approved are: 100/130 Low Lead AVGAS (green) . (Maximum lead content of 2 cc per gallon . ) 100/130 Aviation Grade Fuel (green) . (Maximum lead content of 4. 6 cc per gallon. ) NOTE When substituting a hi gher octane fuel, low lead AVGAS 100 should be used whenever possible since it will result in less lead contamination of the engine. 2-9 SECTION 2 LIMITATIONS PLACARDS CESSNA MODEL 172M The following information is displayed in the form of composite or individual placards. (1) In full view of the pilot: (The "DA Y-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) This airplane must be operated in compliance with the operating limitations as stated in the form of placards, markings, and manuals. --------MAXIMUMS-------- Normal Category MANEUVERING SPEED (lAS) 97 knots . GROSS WEIGHT . . . . . 2300 lbs. FLIGHT LOAD FACTOR Flaps Up Flaps Down +3.8, -1.52 +3.0 Utility Category 97 knots 2000 lbs. +4. 4, -1. 76 +3.0 Normal Category - No acrobatic maneuvers including spins approved. Utility Category - Baggage compartment and rear seat must not be occupied. --NO ACROBATIC MANEUVERS APPROVED-- EXCEPT THOSE LISTED BELOW Maneuver Chandelles. Lazy Eights Steep Turns Recm. Entry Speed . 105 knots . 105 knots . 95 knots Maneuver SplilS:-. Stalls (except Recm. Entry Speed Slow Deceleration whip stalls) Slow Deceleration Altitude loss in stall recovery -- 180 feet. Abrupt use of controls prohibited above 97 knots. Spin Recovery: opposite rudder - forward elevator - neutralize controls. Intentional spins with flaps extended are prohibited. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY - NIGHT - VFR - IFR 2-10 CESSNA MODEL 172M (2) Forward of fuel selector valve: BOTH TANKS ON FOR TAKEOFF & LANDING (3) On the fuel selector valve (standard tanks): BOTH- 38 GAL. ALL FLIGHT ATTITUDES LEFT- 19 GAL. LEVEL FLIGHT ONLY RIGHT- 19 GAL. LEVEL FLIGHT ONLY OFF On the fuel selector valve (long range tanks): BOTH- 48 GAL. ALL FLIGHT ATTITUDES LEFT- 24 GAL. LEVEL FLIGHT ONLY RIGHT- 24 GAL. LEVEL FLIGHT ONLY OFF (4) Near fuel tank filler cap (standard tanks): FUEL 80/87 MIN. GRADE AVIATION GASOLINE CAP. 21 U.S . GAL. Near fuel tank filler cap (long range tanks): FUEL 80/87 MIN. GRADE AVIA TION GASOLINE CAP. 26 U.S . GAL. SECTION 2 LIMITATIONS 2-11 SECTION 2 LIMITATIONS 2-12 (5) Near flap indicator: AVOID SLIPS WITH FLAPS EXTENDED (6) In baggage compartment: 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 120 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA (7) On the instrument panel near over-voltage light: HIGH VOLTAGE CESSNA MODEL 172M CESSNA MODEL 172M SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGEN CY PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . Airspeeds For Safe Operation OPERATIONAL CHECKLISTS Engine Failures . . . . . . . . . . . . . . Engine Failure During Takeoff Run . . . . Engine Failure Immediately After Takeoff . Engine Failure During Flight . . . . . . Forced Landings . . . . . . . . . . . . . . Emergency Landing Without Engine Power Precautionary Landing With Engine Power Ditching . . . . . . . . . . . . . Fires . . . . . . . . . . . . . . . . Engine Fire During Start On Ground Engine Fire In Flight . . Electrical Fire In Flight Cabin Fire Wing Fire ...... . Icing . . . . . . . . .. . Inadvertent Icing Encounter . . . . Static Source Blockage (Erroneous Instrument Reading Suspected) . . . . . . . . . . . . . Landing With A Flat Main Tire . . . . . . Electrical Power Supply System Malfunctions Over- Voltage Light Illuminates Ammeter Shows Discharge . . . . . . Engine Failure . Forced Landings AMPLIFIED PROCEDURES 3-3 3-3 3-3 3-3 3-3 3-4 3-4 3- 4 3-4 3-5 3- 5 3-5 3- 6 3-6 3-6 3-7 3- 7 3-7 3-8 3-8 3-8 3-8 3-8 3-9 3-10 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Landing Without Elevator Control . . . . . . . . . . . Fires ...................... . Emergency Operation In Clouds (Vacuum System Failure). Executing A 180° Turn In Clouds . . Emergency Descent Through Clouds Recovery From A Spiral Dive Flight In Icing Conditions . . . . . . . Static Source Blocked . . . . . . Spins . . . . . . . . . ...... . Rough Engine Operation Or Loss Of Power Carburetor Icing . . Spark Plug Fouling . . . . . . . . . Magneto Malfunction . . . . . . . . Low Oil Pressure . . . . . . . . . Electrical Power Supply System Malfunctions Excessive Rate Of Charge . Insufficient Rate Of Charge . . . . . . 3-2 CESSNA MODEL 172M Page 3-10 3-10 3-11 3-11 3-11 3-12 3-12 3-12 3-13 3-13 3-13 3-14 3-14 3-14 3-15 3-15 3-15 CESSNA MODEL 172M SECTION 3 EMERGENCY PROCEDURES 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 main- tenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpect- \ ed weather is encountered . However, should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with the ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR SAFE OPERATION Engine Failure After Takeoff: Wing Flaps Up . . Wing Flaps Down . Maneuvering Speed: 2300 Lbs 1950 Lbs 1600 Lbs Maximum Glide: 2300 Lbs Precautionary Landing With Engine Power Landing Without Engine Power : Wing Flaps Up . . Wing Flaps Down . . . . . OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN (1) Throttle -- IDLE. (2) Brakes-- APPLY. (3) Wing Flaps -- RETRACT . (4) Mixture -- IDLE CUT-OFF. (5) Ignition Switch -- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF (1) Airspeed -- 65 KIA S (flaps UP). 60 KIAS (flaps DOWN). 65 KIAS 60 KIAS 97 KIAS 89 KIAS 80 KIAS 65 KIAS 60 KIAS 65 KIAS 60 KIAS 3-3 SECTION 3 EMERGENCY PROCEDURES (2) Mixture -- IDLE CUT-OFF. (3) Fuel Selector Valve -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps --AS REQUIRED. (6) Master Switch-- OFF. ENGINE FAILURE DURING FLIGHT (1) Airspeed -- 65 KIAS. (2) Carburetor Heat -- ON. (3) Fuel Selector Valve -- BOI'H. (4) Mixture -- RICH. CESSNA MODEL 172M (5) Ignition Switch -- BOI'H (or START if propeller is stopped). (6) Primer -- IN and LOCKED. FORCED LANDING,S EMERGENCY LANDING WITHOUT ENGINE POWER (1) Airspeed-- 65 KIAS (flaps UP). 60 KIAS (flaps DOWN). (2) Mixture -- IDLE CUT-OFF. (3) Fuel Selector Valve -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps --AS REQUIRED (40° recommended). (6) Master Switch -- OFF. (7) Doors -- UNLATCH PRIOR TO TOUCHDOWN. (8) Touchdown-- SLIGHTLY TAIL LOW. (9) Brakes-- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER (1) Wing Flaps -- 20°. 3-4 (2) Airspeed -- 60 KIAS. (3) Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. (4) Radio and Electrical Switches-- OFF. (5) Wing Flaps-- 40° (on final approach). (6) Airspeed-- 60 KIAS. (7) Master Switch -- OFF. (8) Doors-- UNLATCH PRIOR TO TOUCHDOWN. (9) Touchdown-- SLIGHTLY TAIL LOW. {10) Ignition Switch -- OFF. (11) Brakes-- APPLY HEAVILY. CESSNA MODEL 172M SECTION 3 EMERGENCY PROCEDURES DITCHING (1) Radio -- TRANSMIT MAYDAY on 121. 5 MHz, giving location and intentions. (2) Heavy Objects (in baggage area) -- SECURE or JETTIOC>N. (3) Flaps -- 20 o - 40°. (4) Power-- ESTABLISH 300FT/MIN DESCENT at 55 KIAS. (5) Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. NOTE If no power is available, approach at 65 KIAS with flaps up or at 60 KIAS with 10° flaps. (6) Cabin Doors -- UNLATCH. (7) Touchdown-- LEVEL ATTITUDE AT ESTABLISHED DESCENT. (8) Face -- CUSHION at touchdown with folded coat or seat cushion. (9) Airplane-- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. (10) Life Vests and Raft -- INFI.A TE. FIRES ENGINE FIRE DURING START ON GROUND (1) Cranking-- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: (2) Power -- 1700 RPM for a few minutes. (3) Engine -- SHUTDOWN and inspect for damage. If engine fails to start: (4) Throttle -- FULL OPEN. (5) Mixture-- IDLE CUT-OFF. (6) Cranking -- CONTINUE for two or three minutes. (7) Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). (8) Engine -- SECURE. a. Master Switch -- OFF . 3-5 SECTION 3 CESSNA MODEL 172M EMERGENCY PROCEDURES b. Ignition Switch -- OFF. c. Fuel Shutoff Valve -- OFF. (9) Fire -- EXTINGUISH using fire extinguisher, seat cushion, wool blanket, or dirt. If practical try to remove carburetor air filter if it is ablaze. (10) Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT (1) Mixture -- IDLE CUT-OFF. (2) Fuel Selector Valve-- OFF. (3) Master Switch-- OFF. ( 4) Cabin Heat and Air -- OFF (except overhead vents). (5) Airspeed-- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). (6) Forced Landing -- EXECUTE (as described in Emergency Land- ing Without Engine Power). ELECTRICAL FIRE IN FLIGHT (1) Master Switch-- OFF. (2) All Other Switches (except ignition switch) -- OFF. (3) Vents/Cabin Air/Heat -- CLOSED. (4) Fire Extinguisher --ACTIVATE (if available). If fire appears out and electrical power is necessary for continuance of flight: (5) Master Switch-- ON. (6) Circuit Breakers -- CHECK for faulty circuit, do not reset. (7) Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. (8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 3-6 (1) Master Switch -- OFF. (2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). (3) Fire Extinguisher-- ACTIVATE (if available). IWARNINGl After discharging an extinguisher within a closed cabin, ventilate the cabin. CESSNA MODE L 172M SECTION 3 EMERGENCY PROCEDURES (4) Land the airplane as soon as possible to inspect for damage. WING FIRE (1) Navigation Light Switch -- OFF. (2) Pitot Heat Switch (if installed) -- OFF. I CIN G NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. INADVERTENT ICING ENCOUNTER ( 1) Turn pi tot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air temperature t hat is less conducive to icing. (3) Pull cabin heat control full out and open defroster outlet to obtain maximum windshield defroster airflow . Adjust cabin air control to get maximum defroster heat and airflow. ( 4) Open the throttle to increase engine speed and minimize ice build-up on propeller blades . (5) Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in engine speed could be caused by carburetor ice or air intake filter ice . Lean the mixture for maxi- mum RPM if carburetor heat is used continuously. (6) Plan a landing at the nearest airport . With an extremely r apid ice build-up, select a suitable "off airport" landing site . (7) With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed . (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) Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach . (10) Perform a landing approach using a forward slip, if necessary, for improved visibility. (11) Approach at 65 to 75 KIAS, depending upon the amount of the accumulation. (12) Perform a landing in level attitude. 3-7 SECTION 3 EMERGENCY PROCEDURES STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) (1) Alternate Static Source Valve -- PULL ON. CESSNA MODEL 172M (2) Airspeed-- Consult appropriate calibration tables in Section 5. LANDING WITH A FLAT MAIN TIRE (1) Approach --NORMAL. (2) Touchdown --GOOD TIRE FIRST, hold airplane off flat tire as long as possible. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES (1) Master Switch-- OFF (both sides). (2) Master Switch -- ON. (3) Over-Voltage Light-- OFF. If over-voltage light illuminates again: (4) Flight -- TERMINATE as soon as possible. AMMETER SHOWS DISCHARGE (1) Alternator-- OFF. 3-8 (2) Nonessentail Electrical Equipment-- OFF. (3) Flight-- TERMINATE as soon as practical. CESSNA MODEL 172M SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are sel- dom sufficient to execute a 180° gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in Fig- ure 3-1 should be established as quickly as possible. While gliding to- ward 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. z ~ a: a: w 1- w > 0 al <1: I- I <.:l w I 12,000 *SPEED 65 KIAS 2000 .,._-f--:,-.':~+---+--+-1 *PROPELLER WINDMILLING 2 *FLAPS UP *ZERO WIND 4 6 8 10 12 14 16 GROUND DISTANCE- NAUTICAL MILES Figure 3-1. Maximum Glide 18 20 3-9 SECTION 3 EMERGENCY P ROCEDURES FORCED LAND IN GS CESSNA MODEL 172M If all a tt e mpts to restart the engine fail and a forced landing is immi- nent , select a suit a ble field and prepare for the landing as discussed in the c hecklist fo r engine off emergency landings . Before atte mpti ng an "off airport" landing with engine power avail- able, one shoul d dr a g the landing area at a safe but low altitude to inspect the terrain fo r obstructions and surface conditions, proceeding as dis- c ussed under the Pr e cautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats or cushions for protection of occupants' face at touchdown. Transmit Mayday message on 121. 5 MHz giving location and intentions . Avoid a landing flare because of difficulty in judging height over a water surface. LAN DI NG WIT H OUT ELEVAT OR CONTROL Trim for horizontal flight(with an airspeed of approximately 60 KIAS and flaps set to 20°) by using throttle and elevator tr im control. Then do not change the elevator trim control setting ; control the glide angle by - adjusting power exclusively . At flareout the nose - down moment resulting f r om p ower reduction is an adverse factor and the airplane may hit on the nose wheel. Conse - quently , at flareout, the elevator trim control should be adjusted toward the full nose -up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touch- down. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing . The initial indication of an electrica l fire is usually the odor of burn· ing insulation . The checklist for this problem should result in elimination of the fire. 3- 10 CESSNA MODEL 172M SECTION 3 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS {Vacuum System Failure} In the event of a vacuum system failure during flight in marginal weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely pro- ficient in instrument flying. EXECUTING A 180° TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: (1) Note the time of the minute hand and observe the position of the sweep second hand on the clock. (2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator sym- bolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. (3) Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. (4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more ac- curately. (5) Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180° turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the com- pass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: (1) Apply full rich mixture. (2) Use full carburetor heat. 3-11 SECTION 3 CESSNA MODEL 172M EMERGENCY PROCEDURES (3) Reduce power to set up a 500 to 800ft/min rate of descent. (4) Adjust the elevator trim for a stabilized descent at 70-80 KIAS. (5) Keep hands off the control wheel. (6) Monitor turn coordinator and make corrections by rudder alone. (7) Check trend of compass card movement and make cautious cor- rections with rudder to stop the turn. (8) Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: (1) Close the throttle. (2) Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. ( 3) Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS. (4) Adjust the elevator trim control to maintain an 80 KIAS glide. (5) Keep hands off the control wheel, using rudder control to hold a straight heading. (6) Apply carburetor heat. (7) Clear engine occasionally, but avoid using enough power to dis- turb the trimmed glide. (8) Upon breaking out of clouds, resume normal cruising flight. FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to es- cape icing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. 3-12 NOTE In an emergency on airplanes not equipped with an alter- nate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. CESSNA MODEL 172M SECTION 3 EMERGENCY PROCEDURES With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the alternate static source airspeed calibration table in Section 5, appropriate to vent/window(s) configuration, causing the airplane to be flown at the normal operating speeds. Maximum airspeed and altimeter variation from normal is 4 knots and 30 feet over the normal operating range with the window(s) closed. With window(s) open, larger variations occur near stall speed. However, maxi- mum altimeter variation remains within 50 feet of normal. SPINS Should an inadvertent spin occur, the following recovery procedure should be used: (1) RETARD THROTTLE TO IDLE POSITION. (2) PLACE AILERONS IN NEUTRAL PQ3ITION. (3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. (4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. (5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recovery. (6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. For additional information on spins and spin recovery, see the discussion under SPINS in Normal Procedures (Section 4). ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual loss of RPM and eventual engine roughness may result from 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172M the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mix- ture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spar k plugs becoming fouled by carbon or lead deposits . This may be verified by turning the ignition switch momentarily from BOTH to either L or R po sit ion. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean set- ting for cruising flight. If the problem does not clear up in several min- utes, determine if a richer mixture setting will produce smoother opera- . tion. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme r oughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of mag- neto problems. Switching from BOTH t o either L or R ignition switch posit ion will identify which magneto is malfunctioning. Select different power s ettings and enrichen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE If low oil pressure is ac c ompanied by normal oil temperature, ther e is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necess a rily ca use for an immediate pr e- cautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest air- port would be advisable to inspect the source of t r ouble. If a total loss of oil pressure is accompanied by a rise in oil temper- ature, there is good reason to suspect an engine f ailure is imminent. Re- duce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown sp 3-14 CESSNA MODEL 172M SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; how- ever, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alterna- tor failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to ac- cept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 16 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off. If the light comes on again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of landing lights and flaps during landing. INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All nonessential equipment should be turned off and the flight terminated as soon as pr a ctical. 3-15/(3-16 blank) CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . Speeds For Safe Operation. Preflight Inspection. Cabin .. . . . Empennage .. CHECKLIST PROCEDURES Right Wing, Trailing Edge. Right Wing ...... . Nose ........ . Left Wing •... .•. Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Engine Starting Engine Before Takeoff Takeoff .... Normal Takeoff . Maximum Performance Takeoff Enroute Climb . Cruise . . . . Descent ... . Before Landing . Balked Landing . Normal Landing After Landing . Securing Airplane Star ting Engine AMPLI FI ED PROCEDURES Page 4-3 4-3 4-5 4-5 4-5 4-5 4-5 4-5 4-6 4-6 4-6 4-6 4-6 4-7 4-7 4-7 4-7 4-8 4-8 4-8 4-8 4-9 4-9 4- 9 4-9 4-11 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS {Continued) Taxiing . . .. . . Before Takeoff . . . Warm-Up . . . Magneto Check . Alternator Check . Takeoff . . ... . . Power Check Wing Flap Settings Cros swind Takeoffs Enr oute Cl i mb . Cruise Stalls . . . . . Spins .... . Landing . .. . Normal Landing Short Field Landing Crosswind Landing . Balked Landing Cold Weather Operation Starting ..... Flight Operations Hot Weather Operation Noise Abatement . . . 4-2 CESSNA MODEL 172M Page 4-11 4-13 4-13 4-13 4-13 4-13 4-13 4-14 4-15 4-15 4-15 4-17 4-17 4-19 4-19 4-19 4-20 4-20 4-20 4-20 4-22 4-23 4-23 CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides che c klist and amplified procedures for the conduct of normal operation. Normal procedures associated with Optional Sys- tems can be found in Section 9. SPEEDS FOR SAFE OPERATION Unless otherwise noted, the following speeds are based on a maxi- mum weight of 2300 pounds and may be used for any lesser weight. How- ever, to achieve the performance specified in Section 5 for takeoff dis- tance, the speed appropriate to the particular weight must be used. Takeoff, Flaps Up : Normal Climb Out Maximum Performance Takeoff, Speed at 50 feet Enroute Climb , Flaps Up: Normal, Sea Level . . . . . . Normal, 10,000 Feet .. . .. Best Rate of Climb, Sea Level . Best Rate of Climb, 10, 000 Feet . Best Angle of Climb, Sea Level . Best Angle of Climb, 10, 000 Feet Landing Approach: Normal Approach, Flaps Up . . . Normal Approach, Flaps 40° Short Field Approach, Flaps 40° . Balked Landing: During Transition to Maximum Power, Flaps 20° Maximum Recommended Turbulent Air Penetration Speed: 2300 Lbs 1950 Lbs ............. . 1600 Lbs . . . . . . . . . . . . . . Maximum Demonstrated Crosswind Velocity: Takeoff or Landing .... . . .. . . 70 - 80 KIAS 59 KIAS 80-90 KIAS 70-80 KIAS 78 KIAS 68 KIAS 64 KIAS 62 KIAS 60-70 KIAS 55-65 KIAS 60 KIAS 55 KIAS 97 KIAS 89 KIAS 80 KIAS 15 KNOTS 4-3 SECTION 4 NORMAL PROCEDURES 4-4 NOT E Visually check airplane for general cond iti o- walk-around inspect ion. In cold weather , r small accumulat ions of fro st, ice or sno w f=- tail and control surfaces. Also, make su re surfaces contai n no intern al accumulatio ns bris . If a night flight is pl anned, check ope- lights, and make sure a fla shlight is avai la F igure 4-1. Preflight lnspec tio- CE SSNA E:L 172M CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION CD CABIN (1) Control Wheel Lock -- REMOVE. (2) Ignition Switch-- OFF. (3) Master Switch -- ON. (4) Fuel Quantity Indicators -- CHECK QUANTITY. (5) Master Switch -- OFF. (6) Baggage Door -- CHECK, lock with key if child's seat is to be occupied. ®EMPENNAGE (1) Rudder Gust Lock -- REMOVE. (2) Tail Tie-Down -- DISCONNECT. (3) Control Surfaces -- CHECK freedom of movement and security. @RIGHT WINGTrailing Edge (1) Aileron-- CHECK freedom of movement and security. @RIGHT WING (1) Wing Tie-Down --DISCONNECT. (2) Main Wheel Tire--- CHECK for proper inflation. (3) Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment, and proper fuel grade (red). (4) Fuel Quantity --CHECK VISUALLY for desired level. (5) Fuel Filler Cap --SECURE, @NOSE (1) Engine Oil Level -- CHECK. Do not operate with less than six quarts. Fill to eight quarts for extended flight. (2) Before first flight of the day and after each refueling, p.tll out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel sy stem may contain additional water, and fur- ther draining of the system at the strainer, fuel tank sumps, and fuel 4-5 SECTION 4 CESSNA MODEL 172M NORMAL PROCEDURES selector valve drain plug will be nece ssary. (3) Propeller and Spinner -- CH E CK for nicks and security. (4) Landing Light(s) -- CHECK fo r co ndition and cleanliness. (5) Carburetor Air Filter-- CHEC K for restrictions by dust or other foreign matter. (6) Nose Wheel Strut and Tir e -- CHECK for proper inflation. (7) Nose Tie-Down -- DISCO!\");ECT. (8) Flight Instrument Static Source Opening (left side of fuselage) -- CHECK for stoppage. ®LEFT WING (1) Main Wheel Tire -- CH ECK fo r proper inflation. (2) Before first flight of the day a nd after each refueling, use sam- pler cup and drain small qu antity of fuel from fuel tank sump quick- drainvalve to check for wat er. se diment and proper fuel grade (red). (3) Fuel Quantity -- CHEC K \'I SUA LLY for desired level. (4) Fuel Filler Cap -- SEC CRE . 0 LEFT WING Leading Edge (1) Pitot Tube Cover -- R E:-.I OVE and check opening for stoppage. (2) Fuel Tank Vent Open ing -- CHECK for stoppage . (3) Stall Warning Opening -- CHECK for stoppage. To check the sys- tem, place a clean handke r chie f over the vent opening and apply suc- tion; a sound from the wa rning horn will confirm system operation. (4) Wing Tie-Down -- DIS C O ~ ECT. ®LEFT WING Trailing Edge (1) Aileron -- CHECK for fre edom of movement and se c urit y. BEFORE STARTING ENGINE (1) Preflight Inspect ion -- C OM PLETE. (2) Seats, Belts, Shoulde r Harne sses -- ADJUST and L OC K. (3) Fuel Selector Val ve -- BOT H. (4) Radios, Autopil ot , E lect rical Equipment-- OFF. (5) Brakes-- TEST a nd SE T. (6) Circuit Breake rs -- CHEC K IN. STARTING ENGINE (1) Mixture -- RICH . 4-6 CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES (2) Carburetor Heat -- COLD. (3} Master Switch -- ON. (4) Prime --AS REQUIRED (2 to 6 strokes; none if engine is warm). (5) Throttle -- OPEN 1/8 INCH. (6} Propeller Area -- CLEAR. (7} Ignition Switch -- START (release when engine starts). (8} Oil Pressure -- CHECK. BEFORE TAKEOFF (1) Cabin Doors and Window(s) -- CLOSED and LOCKED. (2) Flight Controls -- FREE and CORRECT. (3} Elevator Trim -- TAKEOFF. (4) Flight Instruments -- SET. (5) Radios -- SET. (6} Autopilot (if installed) -- OFF. (7} Fuel Selector Valve -- BOTH. (8) Mixture -- RICH (below 3000 feet). (9} Parking Brake -- SET. (10) Throttle -- 1700 RPM . a. Magnetos -- CHECK (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). b. Carburetor Heat -- CHECK (for RPM drop}. c. Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK. (11) Flashing Beacon, Navigation Lights and/or Strobe Lights -- ON as required. (12) Throttle Friction Lock --ADJUST. (13} Wing Flaps -- UP. TAKEOFF NORMAL TAKEOFF (1) Wing Flaps -- UP. (2} Carburetor Heat -- COLD. (3} Throttle -- FULL. (4) Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS). (5) Climb Speed -- 70-80 KIAS . MAXIMUM PERFORMANCE TAKEOFF (1) Wing Flaps -- UP. 4-7 SECTION 4 CESSNA MODEL 172M NORMAL PROCEDURES (2) Carburetor Heat -- COLD. (3) Brakes --APPLY. (4) Throttle -- FULL OPEN. (5) Brakes -- RELEASE. (6) Elevator Control-- SLIGH TLY TAIL LOW. (7) Climb Speed -- 59 KIAS (until all obstacles are cleared). ENROUTE CLIMB (1) Airspeed -- 70-90 KIAS . NOT E If a maximum perform ance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5. (2) Throttle -- FULL OPE N. (3) Mixture -- FULL RICH (m ixture may be leaned above 3000 feet). CRUISE (1) Power -- 2200-2700 RPM (no more than 75 %). (2) Elevator Trim --AD JUST. (3) Mixture -- LEAN. DESCENT (1) Mixture -- RICH. (2) Power -- AS DESI RED. (3) Carburetor Heat -- AS REQUIRED (to prevent carburetor icing). BEFORE LANDING 4-8 (1) Fuel Selector Valve -- BOTH. (2) Mixture -- RIC H. (3) Carburetor Heat- - 0~ (apply full heat bef ore closing throttl e). (4) Airspeed -- 60- 70 KIAS (flaps UP). CESSNA MODEL 172M (5) Wing Flaps -- AS DESIRED. (6) Airspeed-- 55-65 KIAS (flaps DOWN). BALKED LANDING (1) Throttle -- FULL OPEN. {2) Carburetor Heat-- COLD. {3) Wing Flaps-- 20° . (4) Airspeed -- 55 KIAS. (5) Wing Flaps -- RETRACT slowly. NORMAL LANDING (1) Touchdown-- MAIN WHEELS FIRST. SECTION 4 NORMAL PROCEDURES (2) Landing Roll- - LOWER NOSE WHEEL GENTLY. (3) Braking-- MINIMUM REQUIRED. AFTER LANDING (1) Wing Flaps -- UP. (2) Carburetor Heat -- COLD. SECU RING AIRPLANE (1) Parking Brake - - SET. (2) Radios, Electrical Equipment, Autopilot-- OFF. {3) Mixture -- IDLE CUT-OFF (pulled full out). (4) Ignition Switch -- OFF. (5) Master Switch -- OFF. (6) Control Lock-- INSTALL. 4-9/(4-10 blank) CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES STARTING ENGINE During engine starting, open the throttle approximately 1/8 inch. In warm temperatures, one or two strokes of the primer should be sufficient. In cold weather, up to six strokes of the primer may be necessary. If the engine is warm, no priming will be required. In extremely cold temper- atures, it may be necessary to continue priming while cranking the engine. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the en- gine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERA- TION paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure 4-2) to maintain directional control and balance. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary. When the knob is 4-11 SECTION 4 NORMAL PROCEDURES CODE WIND DffiECTION • NO TE CESSNA MODEL 172M Strong quartering tai l winds req;.llre c aution. Avoid sudden bursts of the t rattle and sharp braking when the ai r p lane 1 m l s attitude. Use the steerable nos e wheel and rudder to maintain direction . Fi gure 4 -2. Taxiing Diagr am 4-12 CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES ,Pilled out to the heat position, air entering the engine is not filtered. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKEOFF WARM-UP If the engine accelerates smoothly, the airplane is ready for takeoff. Since the engine is closely cowled for efficient in-flight engine cooling, precautions should be taken to avoid overheating during prolonged engine operation on the ground. Also, long periods of idling may cause fouled spark plugs. MAGNETO CHECK The magneto check should be made at 1700 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L posi- tion, note RPM and return the switch to the BOTH position. RPM drop should not exceed 125 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning opera- tion of the ignition system, RPM checks at higher engine speeds will usu- ally confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momen- tarily (3 to 5 seconds) with the optional landing light (if so equipped), or by operating the wing flaps during the engine runup (1700 RPM). The am- meter will remain within a needle width of zero if the alternator and vol- tage regulator are operating properly. TAKEOFF POWER CHECK It is important to check full-throttle engine operati.on early in the 4-13 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172M takeoff run. Any sign of rough engi ne ope ration or slug gis h e ngine accel- eration is good cause for discontinu ing t he takeoff. If this o ccurs, you are justified in making a thorough full- throt tle, static runup befo re another takeoff is attempted. The engine s hould run smoothly and turn approxi- mately 2300 to 2420 RPM with ca rbureto r heat off and mi xtur e full rich. NOTE Carburetor heat should not be u sed during take off unle ss it is absolutely necessa ry for obtaining smooth engine acceleration. Full-throttle runups over l oose g ravel are especiall y h armful to pro- peller tips. When takeoffs mus t be made over a grave1. surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RP M is developed, and the g ravel will be blown back of the propeller rather th an pulled into it . When unavoidable small dents appear in the propeller bl ades, they should be immediately correct- ed as described in Section 8 u nder Propeller Care. Prior to takeoff from fields above 3000 feet el evati on, the m ixture should be leaned to give maxi mum RPM in a full -throttle, static ru nup. After full throttle is appl ied, a djust the thr o ttl e fric io:1 lock clo ck- wise to prevent the throttle from cre eping back from a r:: X!IT.UIT. pow er position. Similar friction lock adj ustments sho ul d be r:.o.1de as :-equi red in other fl ig ht conditions to maintai n a fixed thr ottle set:! -=. WING FLAP SETTINGS Normal and obstacle cl earance takeoffs are perf up. The use of 10° flaps will shor ten the groun d ru n but this advantage is lost in the cli mb to a 50-foot obs· the use of 10° flaps is re served fo r minimum groun d ;-_-- from soft or rough fields. If 10° of flaps are u sed L:- runs, it is preferable to leave them extended r ath er • the climb to the obstac le . In this case use an obst ac: 55 KIAS. As soon as the obstac le is cleared , the fl . - as the aircraft accele rat es to the normal flaps-u p c .. During a high a ltitu de takeoff in hot weathe r wh marginal with 10° flap s, it is rec ommended t hat the f takeoff. Flap settings greater tha n 10° are not app:- 4-14 .~!: wing flaps c tely 10%, :-he ref ore, :- : _r takeoff _:n g ro und .!"'3.ct t hem in - .:.ce s peed of retr acted uld be CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES CR OSSW IN D TAKEOFFS Takeoffs into strong crosswinds normally are performed with the min- imum flap setting necessary for the field length to minimize the drift an- g le immediately after takeoff. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate-of-climb speeds for the best combination of performance, visibility and engine cooling. The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM. If an obstruction dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and maximum power. NOTE Climbs at speeds lower than the best rate-of-climb speed should be of short duration to improve engine cooling. CRUISE Normal cruising is performed between 55% and 75% power. The engine RPM and corresponding fuel consumption for various altitudes can be deter- m ined by using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at 65% to 75% power until a total of 50 hours has accumul at ed or oil consumption has sta- bilized. This is to ensure proper seating of the rings and is applicable to new engines , and engines in service fol- lowing cylinder replaceme nt or top overhaul of one or more cylinders. The Cruise Performanc e T able, F igure 4-3, illustrates the true air- spe ed and nautical miles per gal lon dur ing cruise for v ar ious altitudes and pe rcent power. This table sh oul d be use d as a guide, along with the avail- 4-15 SECTION 4 NORMAL PROCEDURES 75% POWER ALTITUDE KTAS NMPG Sea Level 112 13.5 4000 Feet 116 14.0 8000 Feet 120 14.5 Standard Conditions 65% POWER KTAS NMPG 106 14.7 109 15.1 112 15.6 CESSNA MODEL 172M 55% POWER KTAS NMPG 97 15.2 99 15.5 102 15.9 Zero Wind Figure 4-3. Cruise Performance Table able winds aloft information, to dete rmine the most favorable altitude and power setting for a given trip. Th e selection of cruise altitude on the basis of the most favorable wind co nditions and the use of low power set- tings are significant factors tha t s hould be considered on every trip to r educe fuel consumption. To achieve the recommend ed l ean mixture fuel consumpti on figu res shown in Section 5, the mixtur e sho uld be leaned as fo ll ows: (1) Pull the mixture contr ol out until engine RP . ! pea..l.;s 3.r.d beg ins to fall off. (2) Enrichen slightly back to p eak RPM. For best fuel economy at 75 c po wer or less, operate t •.. e leane st mixture that results in smooth engine operation or at ;)() RP ~: :". the lean side of the peak RPM, which eve r o ccurs first. Thi s "-: :. r-e~:: in a pproxi- mately 5% greater range than s ho wn in this handbook. Carburetor ice, as evid enced by an unexplain ed r removed by application of full car buretor heat. Upor: :- nal RPM (with heat off), use the m inimum amount of . _ error) to prevent ice from for ming. Since the heate mixture, readjust the mixtur e se tting when carbur et continuously in cruise flight. The use of full carburet or he at is recommende d rain to avoid the possibilit y of eng ine stoppage du e gestion or carburetor ice. The m ixture setting sh o;... smoothest operation. In extremely heavy rain , the use of partial c ar 4-16 ~es a richer be used '\ ' _:Ot in heavy - ~ \ e wat er in- .lSted for co ntrol CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES approximately 2/3 out), and part throttle (closed at least one inch), may be necessary to retain adequate power. Power changes should be made cautiously followed by prompt adjustment of the mixture for smoothest operation. STALLS The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Power-off stall speeds at maximum weight for both forward and aft c. g. positions are presented in Section 5. SPINS Intentional spins are approved in this airplane within certain restrict- ed loadings. Spins with baggage loadings or occupied rear seat(s) are not approved. However, before attempting to perform spins several items should be be carefully considered to assure a safe flight. No spins should be at- tempted without first having received dual instruction both in spin entries and spin recoveries from a qualified instructor who is familiar with the spin o::haracteristics of the Cessna 172M. The cabin should be clean and all loose equipment (including the mi- crophone and rear seat belts) should be stowed or secured. For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should also be secured. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anti cipat ed flight conditions. However, care should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels. It is recommended that, where f easible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level. At least 1000 feet of altitude loss should be allowed for a 1- turn spin and recovery, while a 6- turn spin and r ecovery may require somewhat more than twice that a mount. For example, the recommended entry altitude for a 6- turn spin woul d be 6000 feet above ground level. In any case, entries should be planned so that recov er i es are completed well above the minimum 1500 feet above gro und level required by FAR 91. 71. Another reason for using high altitudes for practicing spins is that a 4-17 SECTION 4 CESSNA MODEL 172M NORMAL PROCEDURES greater field of view is provided which will assist in maintaining pilot orientation. The normal entry is made from a power-off stall. As the stall is ap- proached, the elevator control should be smoothly pulled to the full aft position. Just prior to reaching the stall ''break", rudder control in the desired direction of the spin rotation should be applied so that full rudder deflection is reached almost simultaneously with reachin g full aft elevator. A slightly greater rate of decelerati on than for normal stall en tries, ap- plication of ailerons in the direction of the desired spin, and the use of power at the entry will assure more con sistent and positive entl'ies to the spin. As the airplane begins to spin , reduce the power to idle and return the ailerons to neutral. Both elev a tor and rudder controls should be held full with the spin until the spin rec ov ery is initiated. An inadvertent relax- ation of either of these controls could result in the development of a nose- down spiral. For the purpose of training in spins and spin recoveries, a 1 or 2 turn spin is adequate and should be used. Up to 2 turns, the spin will pro- gress to a fairly rapid rate of rotation and a steep attitude. Application of recovery controls will produce pr o mpt recoveries (within 1/4 turn). Dur- ing extended spins of two to thre e turns or more, the spin will tend to change into a spiral, particularl y to the right. This will be accompanied by an increase in airspeed and gravity loads on the airplane. If this oc- curs, recovery should be accomplished quickly by leveli ng the wing s and recovering from the resulting dive. Regardless of how many turns the spin is held or how it is ent ered, the following recovery technique sho uld be used: (1) VERIFY THAT THROTTLE IS IN IDLE POSIT IO_- _.;_ -D AILERONS ARE NEUTRAL. (2) APPLY AND HOLD FULL RUDDER OPPO S1TE TO -HE DIREC- TION OF ROTATION. (3) JUST AFTER THE RUDDER REACHES THE s-OP. ~ .:O VE THE CONTROL WHEEL BRISKLY FORWARD FAR E~CX:G~ :-0 BREAK THE STALL. (4) HOLD THESE CONTROL INPUTS UNTIL ROT A- .C_- STOPS. (5) AS ROTATION STOPS , NEUTRALIZE RUD DER . A_ :::> ~lAKE A SMOOTH RECOVERY FROM THE RESULTING DI\" E. 4-18 NOTE If disorientation pr eclude s a visual deter mir. .rt. r. : ~~e direction of rotati on, the symbolic airplan e ::,·he -·:-:: CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES coordinator or the needle of the turn and bank indicator may be referred to for this information. Variation in basic airplane rigging or in weight and balance due to installed equipment or right seat occupancy can cause differences in be- havior, particularly in extended spins. These differences are normal and will result in variations in the spin characteristics and in the spiraling tendencies for spins of more than 2 turns. However, the recovery technique ~hould always be used and will result in the most expeditious recovery from any spin. Intentional spins with flaps extended are prohibited, since the high speeds which may occur during recovery are potentially damaging to the flap/wing structure. LANDING NORMAL LANDING Normal landing approaches can be made with power-on or power-off with any flap setting desired. Surface winds and air turbulence are usual- ly the primary factors in determining the most comfortable approach speeds. Steep slips should be avoided with flap settings greater than 20 o due to a slight tendency for the elevator to oscillate under certain combi- nations of airspeed, sideslip angle, and center of gravity loadings. NarE Carruretor heat should be applied prior to any significant reduction or closing of the throttle. Actual touchdown should be made with power-off and on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unn ece ssary nose gear loads. This procedure is especially important in rough or soft field landings. SHORT FIELD LANDING For a maximum performance short field landing in smooth air condi- tions, make an approach at the minimum recommended airspeed with full flaps using enough power to control the glide path. (Slightly higher ap- proach speeds should be used under turbulent air condition s.) After all approach obstacles are cleared, progressively reduce power and main- 4-19 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172M tain the approach speed by lowering the nose of the airplane. Toochdown should be made with power off and on the main wheels first. Immediately after toochdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold the con trol wheel full back, and apply maximum brake pressure without sliding the tires. CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. If flap settings greater than 20° are used in sideslips with full rudder deflection, some elevat or oscillatio n may be felt at normal approach speeds . However, this does not affect control of the airplane. Although the crab or combination method of drift correction may be used, the wing-low method gives the best contr ol. After touch- down, hold a straight course with the steerable nose wheel and occa sional braking if necessary. The maximum allowable crosswind velocity is dependent upon pilot capability as well as aircraft limitations. With average pilot technique, direct c rosswinds of 15 knots can be handled with safet y. BALKED LANDING In a balked landing (go-around) climb, reduce the wing flap setti~ to 20° immediately after full power is applied. If the fla ps were extended to 40°, the reduction to 20° may be approximated by pla cing the flap switch in the UP position for two seconds and then returning the switch to neutral. If obstacles must be cleared during the go-around climb, lea\'e the wing flaps in the 10° to 20° range and maintain a safe airspee d until the obs ta- cles are cleared. Above 3000 feet , lean the mixtur e to obtain maximum RPM. After clearing any obstacles, the flaps may be retracted as the air- plane accelerates to the normal flaps-up climb speed. COLD WEATHER OPERATION STARTING Prior to starting on a cold mo rning, it is advis able to p..~ll the propel- ler through several times by hand to "break loose" or '1imber" the oil, thus conserving battery ener gy. 4-20 CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (-18°C and lower) weather, the use of an external pre- heater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold tem- peratures. When using an external power source, the position of the mas- ter switch is important. Refer to Section 7 under Ground Service Plug Receptacle for operating details. Cold weather starting procedures are as follows: With Preheat: (1) With ignition switch OFF and throttle closed, prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming , push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (2) Propeller Area -- CLEAR. (3) Master Switch-- ON. (4) Mixture -- FULL RICH. (5) Throttle -- OPEN 1/8 INCH. (6) Ignition Switch -- START. (7) Release ignition swit ch to BOTH when engine starts. (8) Oil Pressure -- CHECK. Without Preheat: (1) Prime the engine six to ten strokes while the propeller is being turned by hand with thro ttle closed . Leave primer charged and ready for stroke. (2) Propeller Area -- CLEAR. (3) Master Switch -- ON. (4) Mixture -- FULL RICH. 4-21 SECTION 4 CESSNA MODEL 172M NORMAL PROCEDURES (5) Ignition Switch-- START. (6) Pump throttle rapidly to full open twice. Return to 1/8 inch open position. (7) Release ignition switch to BOTH when engine starts . (8) Continue to prime engine until it is running smo othly, or alter- nately pump throttle rapidly over first 1/4 of total travel. (9) Oil Pressure -- CHECK. (10) Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. (11) Lock Primer. NOTE If the engine does not start during the first few attempts, or if the engine firing diminishes in strength, it is prob- able that the spark plugs have been frosted over. Pre- heat must be used before a nother start is attempted. /CAUTION\ Pumping the throttle may cause raw fuel to accumulat e in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold st arts without pre - heat. During cold weather operati ons, no indication will be apparent on t he oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minu tes at 1000 RPM), ac- celerate the engine several times to higher engine RPM . If the engi ne ac- celerates smoothly and the oil pressure remains n ormal and steady , the airplane is ready for takeoff . FLIGHT OPERATIONS Takeoff is made normall y with carburetor h eat off. ..\ ·;oid exc essive leaning in cruise. Carburetor heat may be used to overcome any occasio~al eng ine roughness due to ice. When operating in temp eratur es below -l8°C , av oid using part ial car- buretor heat. Partial heat may in crease the carbur etor air temperature to the oo to 21 oc range, wher e ici ng is critical un der certain atmos pheric conditions. 4-22 CESSNA MODEL 172M HOT WEATHER OPERATION SECTION 4 NORMAL PROCEDURES Refer to the general warm temperature starting information under Starting Engine in this section. Avoid prolonged engine operation on the ground. NOISE ABATEMENT Increased emphasis on improving the quality of our environment re- quires renewed effort on the part of all pilots to minimize the effect of aircraft noise on the public. We, as pilots, can demonstrate our concern for environmental im- provement, by application of the following suggested procedures, and thereby tend to build public support for aviation: (1) Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2, 000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. {2) During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid pro- longed flight at low altitude near noise-sensitive areas. '-·' NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgement, an altitude of less than 2, 000 feet is necessary for him to adequately exercise his duty to see and avoid other air- craft. 4-23/{4-24 blank) CESSNA MODEL 172M SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . . . . . . . Use of Performance Charts Sample Problem . Takeoff ... Cruise Fuel Required Landing . . . . .. Figure 5-1, Airspeed Calibration- Normal Static Source . Airspeed Calibration - Alternate Static Source Figure 5-2, Temperature Conversion Chart . Figure 5-3, Stall Speeds . . . . . . . . . . . . . Figure 5-4, Takeoff Distance - 2300 Lbs . . . . . . Takeoff Distance - 2100 Lbs and 1900 Lbs Figure 5-5, Rate of Climb . . . . . . . . . Figure 5-6, Time, Fuel, and Distance to Climb Figure 5-7, Cruise Performance. . . . . . . Figure 5-8, Range Profile - 38 . 0 Gallons Fuel Range Profile - 48 . 0 Gallons Fuel Figure 5-9, Endurance Profile - 38. 0 Gallons Fuel Endurance Profile - 48 . 0 Gallons Fuel Figure 5-10, Landing Distance Page 5-3 5-3 5-3 5-4 5-5 5-6 5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 5-21 5-1 / (5-2 blank) CESSNA MODEL 172M INTRODUCTION SECTION 5 PERFORMANCE Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45% power. Fuel flow data for cruise is based on the recom- mended lean mixture setting. Some indeterminate variables such as mix- ture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus- trate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight Usable fuel TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length 2250 Pounds 38 Gallons 1500 Feet 28°C (l6°C above standard) 12 Knot Headwind 3500 Feet 5-3 SECTION 5 PERFORMANCE CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute LANDING CONDITIONS Field pressure altitude Temperature Wind component along runway Field length TAKEOFF CESSNA MODEL 172M 420 Nautic al Mile s 5500 Feet 20°C (l6° C above standard) 10 Knot Headwind 2000 Fee t 25°C 6 Knot Headwind 3000 Fe et The takeoff distance chart, figure 5-4, should be con sulted, keeping in mind that the distances shown are based on maxi mum perform ance techniques. Conservative distances can be establi shed by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the take off dist ance informa- tion presented for a weight of 2300 lbs. , a press ure altitude of 2000 feet a nd a temperature of 30°C should be used and resu lts in the fo ll owing: Ground roll Total distance to clear a 50 - foot obstacl e 1155 Fe et 2030 F e et A correction for the effect of wind may be made b ase d on ~ote 3 of the takeoff chart. The distance correction for a 12 kn ot headwind is : 12 Knots x 10 % = 13% Dec reas e 9 Knots This results in the following distances, corrected for wind: Ground roll, zero wind Decrease in ground roll (1155 feet x 13 %) Corrected ground r o ll Total distance to clear a 50-foot obstacle , zero wind Decrease in total distance (2030 feet x 1 3% ) Corrected total dist ance to clear 50-foo t obstacle 1155 150 ITFeet 2030 264 1766 Feet These distances are well within the takeoff field len gth - · ed ear lier for 5-4 CESSNA MODEL 172M the sample problem. CRUISE SECTION 5 PERFORMANCE The cruising altitude and winds aloft information have been given for this flight. However, the power setting selection for cruise must be de- termined based on several considerations. These include the cruise per- formance characteristics of the airplane presented in figure 5-7,, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. The range profile chart illustrates the relationship between power and range. Considerable fuel savings and longer range result when lower power settings are used. For this sample problem with a cruise altitude of 5500 feet and dis- tance of 420 nautical miles, the range profile chart indicates that use of a 75% power setting will necessitate a fuel stop, in view of the anticipated 10 knot headwind component. However, selecting a 65% power setting from the range profile chart yields a predicted range of 477 nautical miles under zero wind conditions. The endurance profile chart, figure 5-9, shows a corresponding 4. 4 hours. The range figure of 477 nautical miles is corrected to account for the expected 10 knot headwind at 5500 feet. Range, zero wind Decrease in range due to wind (4. 4 hours x 10 knot headwind) Corrected range 477 44 ID Nautical Miles This indicates that the trip can be made without a fuel stop using approxi- mately 65% power. The cruise performance chart, figure 5-7, is entered at 6000 feet altitude and 20°C above standard temperature. These values most nearly correspond to the expected altitude and temperature conditions. The en- gine speed chosen is 2500 RPM , which results in the following: Power True airspeed Cruise fuel flow 62% 109 Knots 7. 0 GPH The power computer may be used to determine power and fuel consumption during the flight. SECTION 5 PERFORMANCE FUEL REQUIRED CESSNA MODEL 172M The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample prob- lem, figure 5-6 shows that a climb from 1000 feet to 6000 feet requires 2. 0 gallons of fuel and may be used as a conservative estimate for this problem. This is for a standard temperature (as shown on the climb chart). The approximate effect of a non-standard temperature is to in- crease the time, fuel, and distance by 10% for each 10 °C above standard temperature, due to the lower rate of climb. In this case , assuming a temperature 16°C above standard, the correction would be: ~ x 10% = 16% Increase With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature Increase due to non-standard temperature (2.0x16%) Corrected fuel to climb 2. 0 0. 3 2.3 Gallons In addition, the distance to climb, as given in figur e 5- 6, may be correct- ed for non-standard temperature as follows: Distance to climb, standard temperature 14 Increase due to non-standard temperature (14 nautical miles x 16%) 2 Corrected distance to climb T6 ~alltica l Miles The resultant cruise distance is : Total distance Climb distance Cruise distance 420 -16 404 Nautical :.\file s With an expected 10 knot headwind, the ground sp eed for crui se is pre- dicted to be: 109 -10 99 Knots Therefore, the time required fo r the cruise porti on of he trip is: 5-6 404 Nautic al Miles 99 Knots = 4.1 Hours CESSNA MODEL 172M SECTION 5 PERFORMANCE The fuel required for cruise is endurance times fuel consumption: 4. 1 hours x 7. 0 gallons/hour = 28.7 Gallons The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Total fuel required This will leave a fuel reserve of: 38. 0 -32. 1 ~Gallons 1.1 2. 3 28.7 32. 1 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. LANDING A procedure similar to the takeoff calculations should be used for estimating the landing distance at the destination airport. Figure 5-10 presents maximum performance technique landing distances for various airport altitude and temperature combinations. The distances corres- ponding to 2000 feet altitude and 30°C should be used and result in the following: Ground roll Total distance to clear a 50-foot obstacle 590 Feet 1370 Feet A correction for wind may be made based on Note 2 of the landing chart. The distance correction for a 6 knot headwind is: 6 Knots 9 Knots x 10% = 7% Decrease This results in the following wind-corrected figures: Ground roll Total distance ove r a 50-foot obstacle 549 Feet 1274 Feet These distances are well wit hin the landing field length quoted previously for this sample problem. 5-7 SECTION 5 PERFORMANCE FLAPS UP KIAS 40 KCAS 49 FLAPS 10° KIAS 40 KCAS 49 FLAPS 40° KIAS 40 KCAS 47 AIRSPEED CALl BRA TION NORMAL STATIC SOURCE 50 60 70 80 90 100 110 55 62 70 80 89 99 108 50 60 70 80 85 - -- -- - 55 62 71 80 85 -- - - - - 50 60 70 80 85 -- - - - - 54 62 71 81 86 - -- - - - 120 118 - - - - - - - - - - - - CESSNA MODEL 172M 130 140 128 138 -- - --- - - - -- - -- - --- --- - - - Figure 5-1. Airspeed Calibration (Sh eet 1 of 2) 5-8 CESSNA MODEL 172M FLAPS UP NORMAL KIAS ALTERNATE KIAS FLAPS 10° NORMAL KIAS ALTERNATE K.IAS FLAPS 40° NORMAL KIAS ALTERNATE KIAS FLAPS UP NORMAL KIAS ALTERNATE KIAS FLAPS 10° NORMAL KIAS ALTERNATE KIAS FLAPS 40° NORMAL.KIAS ALTERNATE KIAS FLAPS UP NORMAL KIAS ALTERNATE KIAS FLAPS 10° NORMAL KIAS ALTERNATE KIAS FLAPS 40° NORMAL KIAS ALTERNATE KIAS AIRSPEED CALIBRATION ALTERNATE STATIC SOURCE HEATER/VENTS AND WINDOWS CLOSED 40 50 60 70 80 90 100 110 39 51 61 71 82 91 101 111 40 50 60 70 80 85 --- -- - 40 51 61 71 81 85 -- - --- 40 50 60 70 80 85 -- - --- 38 50 60 70 79 83 --- --- SECTION 5 PERFORMANCE 120 130 140 121 131 141 -- - --- --- --- --- --- --- --- -- - --- --- --- HEATER/VENTS OPEN AND WINDOWS CLOSED 40 50 60 70 80 90 100 110 120 130 140 36 48 59 70 80 89 99 108 118 128 139 40 50 60 70 80 85 --- -- - --- -- - --- 38 49 59 69 79 84 -- - - - - -- - -- - --- 40 50 60 70 80 85 -- - --- -- - -- - --- 34 47 57 67 77 81 --- --- --- --- -- - WINDOWS OPEN 40 50 60 70 80 90 100 110 120 130 140 26 43 57 70 82 93 103 113 123 133 143 40 50 60 70 80 85 -- - -- - --- -- - -- - 25 43 57 69 80 85 --- -- - --- --- -- - 40 50 60 70 80 85 -- - -- - -- - --- -- - 25 41 54 67 78 84 -- - -- - --- --- --- Figure 5-l. Airspeed Calibration (Sheet 2 of 2} 5-9 SECTION 5 PERFORMANCE CESSNA MODEL 172M TEMPERATURE CONVERSION CHART 120 100 80 60 t:.: L1J I z L1J a: I <( 40 LL ,~t +- (/) w w a: ~ l'J L1J 0 20 0 -20 -40 -40 -20 0 20 .!'J 60 DEG REES- CELSIUS Figure 5-2. Temp erature Conver si o:1 C:·-:r 5-10 CESSNA MODEL 172M SECTION 5 PERFORMANCE STALL SPEEDS CONDITIONS: Power Off NOTES : 1. Maximum altitude loss during a stall recovery is approximately 180 feet. 2. KIAS values are approximate. MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT FLAP oo 30° 45° 60° LBS DEFLECTION KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 42 50 45 54 50 59 59 71 2300 100 38 47 40 51 45 56 54 . 66 40° 36 44 38 47 43 52 51 62 MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT FLAP oo 30° 45° 60° LBS DEFLECTION KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 47 53 51 57 56 63 66 75 2300 100 44 51 47 55 52 61 62 72 40° 41 47 44 51 49 56 58 66 Fi gure 5-3. Stall Speeds 5-11 <:11 I ....N CONDITIONS: Flaps Up Full Throttle Prior to Brake Release Paved, Level, Dry Runway Zero Wind NOTES: TAKEOFF DISTANCE MAXIMUM WEIGHT 2300 LBS 1. Maximum performance technique as specified in Section 4. 2. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle, static runup. 3. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots. 4. Where distance value has been deleted, climb performance after lift-off is le5s than 150 fpm at takeoff speed. 5. For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure. TAKEOFF 0°C 10°C 20°C 30°C 40°C WEIGHT SPEED PRESS LBS KIAS ALT TOTAL TOTAL TOTAL TOTAL TOTAL LIFT AT FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR OFF 50FT ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS 2300 52 59 S.L. 775 1380 835 1475 895 1575 960 1685 1030 1795 1000 850 1510 915 1615 980 1725 1050 1845 1125 1970 2000 930 1650 1000 1770 1075 1895 1155 2030 1235 2170 3000 1020 1815 1100 1945 1180 2085 1270 2235 1360 2395 4000 1125 2000 1210 2145 1300 2305 1395 2475 1495 2655 5000 1235 2210 1330 2375 1430 2555 1540 2750 1650 2960 6000 1365 2450 1470 2640 1580 2850 1700 3070 --- --- 7000 1505 2730 1625 2955 1750 3190 --- --- --- --- 8000 1665 3065 1800 3320 --- --- --- --- --- --- L.______ ___ L__ ... Figure 5-4. Takeoff Distance (Sheet 1 of 2) ~00 tzjtz:l ~(") 1-zj~ o'""' ~0 ~; z(") tzj ~t::::l tzj(") t"'tzj 1-'00 ..::100 ~~ Ul I .....~ WEIGHT LBS 2100 1900 TAKEOFF SPEED KIAS LIFT AT OFF 50FT 50 56 47 54 --L_ ___ TAKEOFF DISTANCE 2100 LBS AND 1900 LBS REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES. 0°C 10°C 20°C 30°C PRESS ALT TOTAL TOTAL TOTAL TOTAL FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR RO