PILOT·s OPERATING HANDBOOK CESSNA MODEL 172N

tnstalled. 2. Maxtmum hetght shown wtth nose gear depressed, all ttres and nose strut properly mflated, and flashrng beacon InStalled. 3. Wheel base length IS 65" 4. Propeller ground clearance 1s 11 3/4" 5. Wing area ts 17 4 square feet. 6. Mimmum turntng radius (*ptvot pomt to outboard wtng ttp) ts 27' 5%" PIVOT POINT CESSNA MODEL 172N SECTION 1 GENERAL INTRODUCTION This handbook contains 9 sections, ancUncludes 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. Engine Model Number: 0-320-H2AD. 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: 160 rated BHP at 2700 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1C160/DTM7557. Number of Blades: 2. Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches. Propeller Typ.e: Fixed pitch. FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 1-3 SECTION 1 GENERAL CESSNA MODEL 172N Fuel Capacity: OIL Standard Tanks: Total Capacity: 43 gallons. Total Capacity Each Tank: 21.5 gallons. Total Usable: 40 gallons. Long Range Tanks: Total Capacity: 54 gallons. Total Capacity Each Tank: 27 gallons. Total Usable: 50 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. 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: MIL-L-60S2 Aviation Grade Straight Mineral Oil: SAE 50 above 16°C (60°F) SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 30 between -1S°C (0°F) and 21°C (70°F). SAE 20 below -12°C (10°F). MIL-L-22S51 Ashless Dispersant Oil: SAE 40 or SAE 50 above 16°C (60°F). SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 30 or SAE 40 between -1S°C (0°F) and 21 oc (70°F). SAE 30 below -12°C (10°F). Oil Capacity: Sump: 6 Quarts. Total: 7 Quarts (if oil filter installed). 1-4 CESSNA MODEL 172N SECTION 1 GENERAL MAXIMUM CERTIFICATED WEIGHTS Takeoff, Normal Category: 2300 lbs. utility Category: 2000 lbs. Landing, Normal Category: 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 baggage compartment and rear seat must not be occupied. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Skyhawk: 1379 lbs. Skyhawk II: 1403 lbs. Maximum Useful Load: Skyhawk: Skyhawk II: Normal Category 921lbs. 897lbs. CABIN AND ENTRY DIMENSIONS Utility Category 621lbs. 597 lbs. Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illus- trated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 13.2 lbs./ sq. ft. Power Loading: 14.4 lbs./hp. 1-5 SECTION 1 GENERAL CESSNA MODEL 172N SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS Vs 0 Vy Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard 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 which results in the greatest 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 172N SECTION 1 GENERAL Standard Tempera- ture Pressure Altitude Standard Temperature is l5°C at sea level pressure altitude and decreases by 2 6 C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013mb). 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 distances are measured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum. 1-7 SECTION 1 GENERAL Arm Moment Center of Gravity (C. G.) e.G. Arm C. G. Limits Standard Empty Weight CESSNA MODEL 172N 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 distance 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 172N 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 172N SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its en- gine, standard systems and standard equipment. The limitations in- cluded in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equipment are included in Section 9. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sour- ces as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A12 as Cessna Model No. 172N. 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNJ MODEL 1721' Airspeed limitations and their operational significance are shown in figure 2-l. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 158 160 Do not exceed this speed in any operation. VNQ 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 1600 Pounds 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 172N 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 v8 at most forward C.G. with flaps retracted. Upper limit is maximum 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-H2AD. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 160 BHP. Maximum Engine Speed: 2700 RPM. NOTE The static RPM range at full throttle (carburetor heat off and full rich mixture) is 2280 to 2400 RPM. Maximum Oil Temperature: 118°C (245°F) Oil Pressure, Minimum: 25 psi. Maximum: 100 psi. Propeller Manufacturer: .McCauley Accessory Division. Propeller Model Number: 1C160/DTM7557. Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches. 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 172N 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 - - - 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 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 172N UTILITY CATEGORY ~aximum 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: Lower portion of 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: Lower portion of front face of firewall. MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and utility catego- ry. The normal category is applicable to aircraft intended for non- aerobatic operations. These include any maneuvers incidental to nor- mal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. Aerobatic ma- neuvers, including spins, are not approved. UTILITY CATEGORY This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, 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. 2-7 SECTION 2 LIMITATIONS CESSNA MODEL 172N In the utility category, the baggage compartment and rear seat must not be occupied. No aerobatic maneuvers are approved except those list- ed below: 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 l.V.ODEL 172N SECTION 2 LIMITATIONS KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum re- quired instrumentation and equipment for these operations. The refer- ence 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 prohibited. FUEL LIMITATIONS 2 Standard Tanks: 21.5 U.S. gallons each. Total Fuel: 43 U.S. gallons. Usable Fuel (all flight conditions): 40 U.S. gallons. Unusable Fuel: 3 U.S. gallons. 2 Long Range Tanks: 27 U.S. gallons each. Total Fuel: 54 U. S. gallons Usable Fuel (all flight conditions): 50 U.S. gallons. Unusable Fuel: 4 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. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade-Aviation Fuel (Green). 2-9 SECTION 2 LIMITATIONS PLACARDS CESSNA MODEL 172N 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 Recm. Entry Speed Spins . . . Slow Deceleration Stalls (except whip stalls) Slow Deceleration Altitude loss in stall recovery -- 180 feet. Abrupt use of the 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 172N SECTION 2 LIMITATIONS (2) Forward of fuel selector valve: BOTH TANKS ON FOR TAKEOFF & LANDING (3) On the fuel selector valve (standard tanks): BOTH - 40 GAL. ALL FLIGHT ATTITUDES LEFT - 20 GAL. LEVEL FLIGHT ONLY RIGHT- 20 GAL. LEVEL FLIGHT ONLY OFF On the fuel selector valve (long range tanks): BOTH- 50 GAL. ALL FLIGHT ATTITUDES LEFT- 25 GAL. LEVEL FLIGHT ONLY RIGHT- 25 GAL. LEVEL FLIGHT ONLY OFF (4) Near fuel tank filler cap (standard tanks): FUEL 100/130 MIN. GRADE AVIATION GASOLINE CAP. 21.5 U.S. GAL. Near fuel tank filler cap (long range tanks): FUEL 100/130 MIN. GRADE AVIATION GASOLINE CAP. 27 U.S. GAL. 2-11 SECTION 2 LIMITATIONS [ (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 2-12 CESSNA MODEL 172N CESSNA MODEL 172N SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . . . . . Airspeeds For Emergency 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 ........ · . · 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 . AMPIJFIED PROCEDURES Page 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 172N Page 3-10 3-10 3-11 3-11 3-11 3-12 3-12 3-12 3-13 3-14 3-14 3-14 3-14 3-14 3-15 3-15 3-15 CESSNA MODEL 172N 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 maliunctions 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 EMERGENCY 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. (6) Master Switch-- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF {1) Airspeed -- 65 KIAS (flaps UP). 60 KIA S (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 -- BOTH. (4) Mixture -- RICH. CESSNA MODEL 172N (5) Ignition Switch -- BOTH (or START if propeller is stopped). (6) Primer --IN and LOCKED. FORCED LANDINGS 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 KJAS. (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 KJAS. (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 172N 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 JETTISON. (3) Approach-- High Winds, Heavy Seas-- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. (4) Wing Flaps-- 20° - 40°. (5) Power-- ESTABLISH 300FT/MIN DESCENT at 55 KIAS. 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 RATE OF DESCENT. (8) Face -- CUSHION at touchdown with folded coat. (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-- INFLATE. FIRES DURING START ON GROUND (1) Cranking-- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: (2) Power-- 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. (7) Fire Extinguisher-- OBTAIN (have ground attendants obtain if not installed). (8) Engine -- SECURE. a. Master Switch-- OFF. 3-5 SECTION 3 CESSNA MODEL 172N EMERGENCY PROCEDURES b. Ignition Switch-- OFF. c. Fuel Selector Valve -- OFF. (9) Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dirt. (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) AU other Switches (except ignition switch) -- OFF. (3) Vents/Cabin Air/Heat -- CLOSED. (4) Fire Extinguisher-- ACTIVATE (if available). !WARNING a After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: (5) Master Switch -- ON. (6) Circuit Breakers -- CHECK for faulty circuit, do not reset. (7) Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. (8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 3-6 (1) Master Switch -- OFF. (2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). (3) Fire Extinguisher-- ACTIVATE (if available). CESSNA MODEL 172N SECTION 3 EMERGENCY PROCEDURES IWARNINGl After discharging an extinguisher within a closed cabin, ventilate the cabin. (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. (3) Strobe Light Switch (if installed) -- OFF. ICING 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 pitot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. (3) Pull cabin heat 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 rapid 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. 3-7 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172N (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. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) (1) Alternate Static Source Valve -- PULL ON. (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 3-8 (1) Alternator -- OFF. (2) Nonessential Electrical Equipment -- OFF. (3) Flight-- TERMINATE as soon as practical. CESSNA MODEL 172N 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, 12,000 1- 10,000 LL z ;;{ 8000 a: a: UJ 1- UJ 6000 >0 al <( 4000 1- :c (.!) jjj 2000 :c 0 0 2 *SPEED 65 KIAS *PROPELLER WINDMILLING *FLAPSUP *ZEROWIND 4 6 8 10 12 14 16 18 GROUND DISTANCE- NAUTICAL MILES Figure 3-1. Maximum Glide 20 . 3-9 SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODEL 172N If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as dis- cussed in the checklist for engine-off emergency landings. Before attempting an "off airport" landing with engine power avail- able, one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects locat- ed in the baggage area and collect folded coats for protection of occu- pants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions. Avoid a landing flare because of diffi- culty in judging height over a water surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight(wi.th an airspeed of approximately 60 KIAS and flaps set to 20°) by using throttle and elevator trim 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 from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequently, 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 touchdown. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burn- ing insulation. The checklist for this problem should result in elimination of the fire. 3-10 CESSNA MODEL 172N 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 se- conds. Then roll back to level flight by leveling the miniature air- plane. (3) Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. (4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. (5) Maintain altitude and airspeed by cautious application of eleva- tor control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180° turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain 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 172N EMERGENCY PROCEDURES (3) Reduce power to set up a 500 to 800 ft/min rate of descent. ( 4) Adjust the elevator trim and rudder trim (if installed) 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. Adjust rudder trim (if installed) to relieve unbal- anced rudder force. (6) Apply carburetor heat. (7) Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. (8) Upon breaking out of clouds, resume normal cruising flight. FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of. course, is to turn back or change altitude to 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 CESSNA MODEL 172N SECTION 3 EMERGENCY PROCEDURES static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. 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 POSITION. (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, NEUTRAUZE 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). 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172N ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual loss of RPM and eventual engine roughness may result from 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 spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the 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 roughness 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 to either Lor R ignition switch position will identify which magneto is malfunctioning. Select different power settings 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 accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate pre- 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 trouble. If a total loss of oil pressure is accompanied by a rise in oil temper- ature, there is good reason to suspect an engine failure is imminent. Re- 3-14 CESSNA MODEL 172N SECTION 3 EMERGENCY PROCEDURES duce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot, ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; 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 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172N alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All nonessential equipment should be turned off and the flight terminated as soon as practical. 3-16 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . . . . . . . . . . . .Speeds For Normal 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 Short Field Takeoff Enroute Climb . Cruise ... . Descent ... . Before Landing Landing .... Normal Landing ·Short Field Landing Balked Landing After Landing . . Securing Airplane Starting Engine . AMPLIFIED 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 4-8 4-8 4-8 4-8 4-8 4-9 4-9 4-9 4-9 4-9 4-9 . 4-11 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENT 5 (Continued) Taxiing ..... Before Takeoff . . Warm-Up Magneto Check Alternator Check Takeoff ..... . Power Check . . Wing Flap Settings Short Field Takeoff Crosswind Takeoff Enroute Climb 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 172N Page . 4-11 . 4-13 . 4-13 . 4-13 . 4-13 . 4-13 . 4-13 . 4-14 . 4-14 . 4-15 . 4-15 . 4-15 . 4-17 . 4-17 . 4-19 . 4-19 . 4-20 . 4-20 . 4-20 . 4-20 . 4-20 . 4-22 . 4-23 . 4-23 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with Optional Sys- tems can be found in Section 9. SPEEDS FOR NORMAL 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. However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used. Takeoff, Flaps Up: Normal Climb Out . . . . . . . . . . . . . . Short Field Takeoff, Flaps Up, 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: 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 75-85 EIAS 70-80 KIAS 73 KIAS 68 KIAS 59 KIAS 61 KIAS 60-70 KIAS 55-65 KIAS 60 KIAS 55 KIAS 97 KIAS 89 KIAS 80 KIAS 15 KNOTS 4-3 SECTION 4 CESSNA MODEL 172N NORMAL PROCEDURES 4-4 NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or de- bris. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection CESSNA MODEL 172N 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. 0 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. (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 four quarts. Fill to six quarts for extended flight. (2) Before first flight of the day and after each refueling, pull 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 system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and 4-5 SECTION 4 CESSNA MODEL 172N NORMAL PROCEDURES fuel selector valve drain plug will be necessary. (3) Propeller and Spinner-- CHECK for nicks and security. (4) Landing Light(s) --CHECK for condition and cleanliness. (5) Carburetor Air Filter-- CHECK for restrictions by dust or other foreign matter. (6) Nose Wheel Strut and Tire --CHECK for proper inflation. (7) Nose Tie-Down -- DISCONNECT. (8) Static Source Opening (left side of fuselage) --CHECK for stop- page. ® LEFT WING (1) Main Wheel Tire-- CHECK for proper inflation. (2) 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. (3) Fuel Quantity-- CHECK VISUALLY for desired level. (4) Fuel Filler Cap -- SECURE. 0 LEFT WING Leading Edge (1) Pitot Tube Cover -- REMOVE and check opening for stoppage. (2) Fuel Tank Vent Opening -- CHECK for stoppage. (3) Stall Warning Opening -- CHECK for stoppage. To check the sys- tem, place a clean handkerchief over the vent opening and apply suc- tion; a sound from the warning horn will confirm system operation. (4) Wing Tie-Down-- DISCONNECT. ®LEFT WING Trailing Edge (1) Aileron-- CHECK for freedom of movement and security. BEFORE STARTING ENGINE (1) Preflight Inspection -- COMPLETE. (2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. (3) Fuel Selector Valve -- BOTH. (4) Radios, Autopilot, Electrical Equipment-- OFF. (5) Brakes --TEST and SET. (6) Circuit Breakers -- CHECK IN. STARTING ENGINE (1) Mixture -- RICH. 4-6 CESSNA MODEL 172N 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) Parking Brake -- SET. (2) Cabin Doors and Window(s) --CLOSED and LOCKED. (3) Flight Controls-- FREE and CORRECT. (4) Flight Instruments -- SET. (5) Fuel Selector Valve --BOTH. (6) Mixture --RICH (below 3000 feet). (7) Elevator Trim and Rudder Trim (if installed) -- TAKEOFF. (8) 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. (9) Radios -- SET. (10) Autopilot (if installed) -- OFF. (11) Flashing Beacon, Navigation Lights and/ or Strobe Lights -- ON as required. (12) Throttle Friction Lock-- ADJUST. (13) Brakes -- RELEASE. TAKEOFF NORMAL TAKEOFF (1) Wing Flaps -- UP. (2) Carburetor Heat -- COLD. (3) Throttle-- FULL OPEN. (4) Elevator Control-- LIFT NOSE WHEEL (at 55 KIAS). (5) Climb Speed -- 70-80 KIAS. 4-7 SECTION 4 NORMAL PROCEDURES SHORT FIELD TAKEOFF (1) Wing Flaps -- UP. (2) Carburetor Heat -- COLD. (3) Brakes --APPLY. (4) Throttle-- FULL OPEN. CESSNA MODEL 172N (5) Mixture-- RICH (above 3000 feet, LEAN to obtain maximum RPM). (6) Brakes -- RELEASE. (7) Elevator Control-- SLIGHTLY TAIL LOW. (8) Climb Speed -- 59 KIAS (until all obstacles are cleared). ENROUTE CLIMB (1) Airspeed -- 70-85 KIAS. NarE If a maximum performance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5. (2) Throttle -- FULL OPEN. (3) Mixture-- RICH (above 3000 feet, LEAN to obtain maximum RPM). CRUISE (1) Power-- 2200-2700 RPM (no more than 75% is recommended). (2) Elevator and Rudder Trim (if installed) -- ADJUST. (3) Mixture -- LEAN. DESCENT (1) Mixture -- ADJUST for smooth operation (full rich for idle pow- er). (2) Power-- AS DESIRED. (3) Carburetor Heat-- AS REQUIRED (to prevent carburetor icing). BEFORE LANDING (1) Seats, Belts, Harnesses -- SECURE. (2) Fuel Selector Valve --BOTH. CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES (3) Mixture --RICH. (4) Carburetor Heat -- ON (apply full heat before closing throttle). LANDING NORMAL LANDING (1) Airspeed -- 60-70 KIAS (flaps UP). (2) Wing Flaps -- AS DESIRED (below 85 KIAS). (3) Airspeed-- 55-65 KIAS (flaps DOWN). (4) Touchdown-- MAIN WHEELS FIRST. (5) Landing Roll -- LOWER NOSE WHEEL GENTLY. (6) Braking -- MINIMUM REQUIRED. SHORT FIELD LAN DING (1) Airspeed -- 60-70 KIAS (flaps UP). (2) Wing Flaps-- FULL DOWN (40°). (3) Airspeed -- 60 KIAS (until flare). (4) Power-- REDUCE to idle after clearing obstacle. (5) Touchdown-- MAIN WHEELS FIRST. (6) Brakes-- APPLY HEAVILY. (7) Wing Flaps -- RETRACT. BALKED LANDING (1) Throttle -- FULL OPEN. (2) Carburetor Heat -- COLD. (3) Wing Flaps -- 20° (immediately). (4) Climb Speed-- 55 KIAS. (5) Wing Flaps -- 10° (until obstacles are cleared). RETRACT (after reaching a safe altitude and 60 KIAS). AFTER LANDING (1) Wing Flaps -- UP. (2) Carburetor Heat -- COLD. SECURING AIRPLANE (1) Parking Brake -- SET. (2) Radios, Electrical Equipment, Autopilot-- OFF. 4-9 SECTION 4 NORMAL PROCEDURES (3) Mixture-- IDLE CUT-OFF (pulled full out). (4) Ignition Switch -- OFF. (5) Master Switch-- OFF. (6) Control Lock-- INSTALL. 4-10 CESSNA MODEL 172N CESSNA MODEL 172N 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) i-t-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 engirie 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 DIRECTION ' NOTE CESSNA MODEL 172N Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in thi!J attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 4-2. Taxiing Diagram 4-12 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES pulled 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 toR 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 mo- mentarily (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 ammeter will remain within a needle width of its initial reading if the alternator and voltage regulator are operating properly. TAKEOFF POWER CHECK It is important to check full-throttle engine operation early in the 4-13 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N takeoff run. Any sign of rough engine operation or sluggish engine accel- eration is good cause for discontinuing the takeoff. If this occurs, you are justified in making a thorough full-throttle, static runup before another takeoff is attempted. The engine should run smoothly and turn approxi- mately 2280 to 2400 RPM with carburetor heat off and mixture full rich. NOTE Carburetor heat should not be used during takeoff unless it is absolutely necessary for obtaining smooth engine acceleration. Full-throttle runups over loose gravel are especially harmful to pro- peller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades, they should be immediately correct- ed as described in Section 8 under Propeller Care. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. After full throttle is applied, adjust the throttle friction lock clock- wise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal and short field takeoffs are performed with flaps up. Flap settings greater than 10° are not approved for takeoff. Use of 10° flaps is reserved for minimum ground runs or for takeoff from soft or rough fields. Use of 10° flaps allows safe use of slightly lower takeoff speeds than with flaps up. The lower speeds result in shortening the ground run and total distance over a 50 foot obstacle by approximately 10%. However, this advantage will be lost if flaps up speeds are used, or in high altitude takeoffs in hot weather at maxi- mum weight where climb would be marginal with 10° flaps. Therefore, use of 10° flaps is not recommended for takeoff over an obstacle at high altitude in hot weather. SHORT FIELD TAKEOFF If an obstruction dictates the use of a steep climb angle, after liftoff 4-14 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES accelerate to and climb out at an obstacle clearance speed of 59 KIAS with flaps retracted. This speed provides the best overall climb speed to clear obstacles when taking into account the turbulence often found near ground level. The takeoff performance data provided in Section 5 is based on the flaps up configuration. Minimum ground run takeoffs are accomplished using 10° flaps. If 10° of flaps are used on soft or rough fields with obstacles ahead, it is normally preferable to leave them extended rather than retract them in the climb to the obstacle. With 10° flaps, use an obstacle clearance speed of 55 KIAS. As soon as the obstacle is cleared, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb-out speed. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the min- imum flap setting necessary for the field length to minimize the drift an- gle 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 mix- ture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM. For maxi- mum rate of climb, use the best rate-of-climb speeds shown in the Rate- of-Climb chart in Section 5. 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. 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- 4-15 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N mined 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 accumulated or oil consumption has sta- bilized. This is to ensure proper seating of the rings apd is applicable to new engines, and engines in service fol- lowing cylinder replacement or top overhaul of one or more cylinders. The Cruise Performance Table, Figure 4-3, illustrates the true air- speed and nautical miles per gallon during cruise "for various altitudes and percent power. This table should be used as a guide, along with the avail- able winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power set- tings are significant factors that should be considered on eve:ry trip to reduce fuel consumption. To achieve the recommended lean mixture fuel consumption figures shown in Section 5, the mixture should be leaned until engine RPM peaks and drops 25-50 RPM. At lower powers it may be necessary to enrichen the mixture slightly to obtain smooth operation. Should it be necessary to cruise at higher than 75% power, the mixture should not be leaned more than is required to provide peak RPM. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the origi- nal RPM (with heat off), use the minimum amount of heat (by trial and 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG Sea Level 114 13.5 107 14.8 100 16.1 4000 Feet 118 14.0 111 15.3 103 16.6 8000 Feet 122 14.5 115 15.8 106 17.1 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table 4-16 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carruretor heat is to be used continuously in cruise flight. The use of full carburetor heat is recommended during flight in heavy rain to avoid the possibility of _engine stoppage due to excessive water ingestion or carburetor ice. The mixture setting should be re- adjusted for smoothest operation. Power changes should be made cau- tiously, 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 !mots 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 characteristics of the Cessna 172N. 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 anticipated flight conditions. However, care should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels. 4-17 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N It is recommended that, where feasible, 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 recovery may require somewhat more than twice that amount. For example, the recommended entry altitude for a 6- turn spin would be 6000 feet above ground level. In any case, entries should be planned so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91. 71. Another reason for using high altitudes for practicing spins is that a 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 reaching full aft elevator. A slightly greater rate of deceleration than for normal stall entries, ap- plication of ailerons in the direction of the desired spin, and the use of power at the entry will assure more consistent and positive entries to the spin. As the airplane begins to spin, reduce the power to idle and return the ailerons to neutral. Both elevator and rudder_ controls should be held full with the spin until the spin recovery 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 ~dequate 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 prompt recoveries (within 1/4 turn). Dur- ing extended spins of two to three turns or more, the spin will tend to change into a spiral, particularly 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 leveling the wings and recovering from the resulting dive. Regardless of how many turns the spin is held or how it is entered, the following recovery technique should be used: (1) VERIFY THAT THROTTLE IS IN IDLE POSITION AND AILERONS ARE NEUTRAL. (2) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. {3) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. 4-18 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES (4) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. (5) 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. 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 should always be used and will result in the roost 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° due to a slight tendency for the elevator to oscillate under certain combi- nations of airspeed, sideslip angle, and center of gravity loadings. NOTE Carburetor 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 unnecessary nose gear loads. This procedure is especially important in rough or soft field landings. 4-19 SECTION 4 NORMAL .PROCEDURES SHORT FIELD LANDING CESSNA MODEL 172N For a short field landing in smooth air conditions, make an ap- proach at the minimum recommended airspeed with full flaps using enough power to control the glide path. (Slightly higher approach speeds should be used under turbulent air conditions.) After all ap- proach obstacles are cleared, progressively reduce power and maintain the approach speed by lowering the nose of the airplane. Touchdown should be made with power off and on the main wheels first. Imme- diately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the flaps, hold the control wheel full back, and apply maximum brake pressure with- out 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 elevator oscillation 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 control. After touch- down, hold a straight course with the steerable nose wheel and occasional braking if necessary. The maximum allowable crosswind velocity is dependent upon pilot capability as well as aircraft limitations. With average pilot technique, direct crosswinds of 15 knots can be handled with safety. BALKED LANDING In a balked landing (go-around) climb, reduce the wing flap setting to 20° immediately after full power is applied. If obstacles must be cleared during the go-around climb, reduce the wing flap setting to 10° and maintain a safe airspeed until the obstacles are cleared. Above 3000 feet, lean the mixture to obtain maximum RPM. After clearing any obstacles, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb speed. COLD WEATHER OPERATION STARTING Prior to starting on a cold morning, it is advisable to pull the propel- 4-20 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES ler through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. 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 switch 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 throttle closed. Leave primer charged and ready for stroke. 4-21 SECTION 4 CESSNA MODEL 172N NORMAL PROCEDURES (2) Propeller Area-- CLEAR. (3) Master Switch -- ON. (4) Mixture -- FULL RICH. (5) Ignition Switch-- START. (6) Pump throttle rapidly to full open twice. Return to 1/B.inch open position. (7) Release ignition switch to BOI'H when engine starts. (8) Continue to prime engine until it is running smoothly, 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. NOI'E 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 another start is attempted. Pumping the throttle may cause raw fuel to accumulate 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 starts without pre- heat. During cold weather operations, no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), ac- celerate the engine several times to higher engine RPM. If the engine ac- celerates smoothly and the oil pressure remains normal and steady, the airplane is ready for takeoff. FLIGHT OPERATIONS Takeoff is made normally with carburetor heat off. Avoid excessive leaning in cruise. Carburetor heat may be used to overcome any occasional engine roughness due to ice. When operating in temperatures below -18°C, avoid using partial car- 4-22 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES buretor heat. Partial heat may increase the carburetor air temperature to the 0° to 21 °C range, where icing is critical under certain atmospheric conditions. HOT WEATHER OPERATION Refer to the general warm temperature starting information under Starting Engine in this section. A void prolonged engine operation on the ground. NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane 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. The certificated noise level for the Model 172N at 2300 pounds maxi- mum weight is 73.8 dB(A). No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation .at, into, or out of, any airport. 4-23/{4-24 blank) CESSNA MODEL 172N 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 - 40 Gallons Fuel , Range Profile - 50 Gallons Fuel , Figure 5-9, Endurance Profile- 40 Gallons Fuel Endurance Profile - 50 Gallons Fuel Figure 5-10, Landing Distance .•.••.•• Page 5-3 5-3 5-3 5-4 5-5 5-5 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 172N 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 recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, en- gine and propeller condition, and air turbulence may account for varia- tions of 10% or more in range and endurance. Therefore, it is impor- tant 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 reasona- ble accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typi- cal 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 40 Gallons 1500 Feet 28°C (16°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 Field length TAKEOFF CESSNA MODEL 172N 460 Nautical Miles 5500 Feet 20°C (16°C above standard) 10 Knot Headwind 2000 Feet 25°C 3000 Feet The takeoff distance chart, figure 5-4, should be consulted, keeping in mind that the distances shown are based on the short field tech- nique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For ex- ample, in this particular sample problem, the takeoff distance informa- tion presented for a weight of 2300 pounds, pressure altitude of 2000 feet and a temperature of 30°C should be used and results in the following: Ground roll Total distance to clear a 50-foot obstacle 1075 Feet 1915 Feet These distances are well within the available takeoff field length. However, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots x 10% =13% Decrease 9 Knots This results in the following distances, corrected for wind: 5-4 Ground roll, zero wind Decrease in ground roll (1075 feet x 13%) Corrected ground roll Total distance to clear a 50-foot obstacle, zero wind Decrease in total distance (1915 feet x 13%) Corrected total distance to clear a 50-foot obstacle 1075 140 935 Feet 1915 1666 Feet CESSNA MODEL 172N CRUISE SECTION 5 PERFORMANCE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A typical cruising altitude and the expected wind enroute have been given for this sample problem. !fowever, the power setting selection for cruise must be determined based on several considerations. These include the cruise performance characteristics 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 relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power ·settings are used. The range profile chart indicates that use of 65% power at 5500 feet yields a predicted range of 523 nautical miles with no wind. The endu- rance profile chart, figure 5-9, shows a corresponding 4.7 hours. The range figure of 523 nautical miles is corrected to account for the expected 10 knot headwind at 5500 feet. Range, zero wind Decrease in range due to wind (4.7 hours x 10 knot headwind) Corrected range 523 47 476 Nautical Miles This indicates that the trip can be made without a fuel stop using ap- proximately 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 planned altitude and expected temperature conditions. The engine speed chosen is 2500 RPM, which results in the following: Power True airspeed Cruise fuel flow 64% 114 Knots 7.1 GPH The power computer may be used to determine power and fuel con- sumption more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the 5-5 SECTION 5 PERFORMANCE CESSNA MODEL 172N performance information in figure 5-6 and 5-7. For ths sample prob- lem, figure 5-6 shows that a climb from 2000 feet to 6000 feet requires . 1.3 gallons of fuel. The corresponding distance during the climb is 9 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard tempera- ture is to increase 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°0 above standard, the correction would be: 16°C 1000 x 10% = 16% Increase With this factor included, the fuel estimate would be calculated as fol- lows: Fuel to climb, standard temperature Increase due to non-standard temperature (1.3 X 16%) Corrected fuel to climb 1.3 0.2 1.5 Gallons Using a similar procedure for the distance to climb results in 10 nauti- cal miles. The resultant cruise distance is: Total distance Climb distance Cruise distance 460 -10 450 Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 114 -10 104 Knots Therefore, the time required for the cruise portion of the trip is: 450 Nautical Miles _ 4 3 H 104 Knots - · ours The fuel required for cruise is: 4.3 hours x 7.1 gallons/hour= 30.5 Gallons 5-6 CESSNA MODEL 172N SECTION 5 PERFORMANCE 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: 40.0 -33.1 6.9 Gallons 1.1 1.5 30.5 33.1 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corres- ponding fuel required to complete the trip with ample reserve. LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10 presents land- ing distance information for the short field technique. The distances corresponding to 2000 feet and 30° C are as follows: Ground roll Total distance to clear a 50-foot obstacle 590 Feet 1370 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff. 5-7 SECTION 5 PERFORMANCE FLAPS UP KIAS 40 KCAS 49 FLAPS 10° KIAS 40 KCAS 49 FLAPS 40° KIAS 40 KCAS 47 AIRSPEED CALIBRATION 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 172N 130 140 128 138 --- --- --- --- - -- --- --- --- Figure 5-l. Airspeed Calibration (Sheet 1 of 2) 5-8 CESSNA MODEL 172N 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 172N TEMPERATURE CONVERSION CHART 100 80 60 t:w I zw 0:: I <( 40 u.. (/) w w 0:: (!) w 0 20 0 -20 -40 -40 -20 0 20 40 60 DEGREES- CELSIUS Figure 5-2. Temperature Conversion Chart 5-10 CESSNA MODEL 172N SECTION 5 PERFORMANCE STALL SPEEDS CONDITIONS: Power Off NOTES: 1. Maximum altitude loss during a stall recovery may be as much as 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 Figure 5-3. Stall Speeds 5-11 01 I 1-'" "' CONDITIONS: Flaps Up Full Throttle Prior to Brake Release Paved, Level, Dry Runway Zero Wind NOTES: TAKEOFF DISTANCE MAXIMUM WEIGHT 2300 LBS I SHORT FIELD I 1. Short field 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. For operation on a dry, grass runway, increase distances by 15% of the "ground roll" figure. TAKEOFF o0 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 SL. 720 1300 775 1390 835 1490 895 1590 960 1700 1000 790 1420 850 1525 915 1630 980 1745 1050 1865 2000 865 1555 930 1670 1000 1790 1075 1915 1155 2055 3000 950 1710 1025 1835 1100 1970 1185 2115 1270 2265 4000 1045 1880 1125 2025 1210 2175 1300 2335 1400 2510 5000 1150 2075 1240 2240 1335 2410 1435 2595 1540 2795 6000 1265 2305 1365 2485 1475 2680 1585 2895 1705 3125 7000 1400 2565 1510 2770 1630 3000 1755 3245 1890 3515 8000 1550 2870 1675 3110 1805 3375 1945 3670 2095 3990 Figure 5-4. Takeoff Distance (Sheet 1 of 2) '"dOO t'=.lt'=.l ~0 "'.ll-3 OH ~0 ~z >01 z0 t'=.1 ~ 0 t:Jo t;jt;j t"oo ..... 00 ;;gz Z> c:n I ....... c:<> WEIGHT LBS 2100 1900 TAKEOFF SPEED KIAS LIFT AT OFF 50FT 50 56 47 54 TAKEOFF DISTANCE 2100 LBS AND 1900 LBS I SHORT FIELD I 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