C172N-1977-POH.pdf - Bakersfield Flying Club

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: O-320-HZAD. 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 27O0RPM. PROPETLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1C160/DTM7557. Number of Blades: 2. Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches. Propeller Type: Fixed pitch. FUEL Approved FueI Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/ 130) Grade Aviation Fuel (Green). 1-3 SECTION 1 GENERAL FueI Capacity: 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. CESSNA MODEL 172N NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT posi- tion to prevent cross-feeding. ort Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply furing 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 stabifZ6.- Recommended Viscosity For Temperature Range: MIL-L-6082 Aviation Grade Straight Mineral OiI: SAE 50 above 16oC (60oF) SAE 40 between -1oC (30'F) and 32oC (90"F). SAE 30 between -18oC (0"F) and 21oC (70oF). SAE 20 below -LzoC(10"F). MIL-L-22851 Ashless Dispersant Oil: SAE 40 or SAE 50 above 16oC (60'F). SAE 40 between -1oC (30'F) and 32oC (90"F). SAE 30 or SAE 40 between -18oC (0"F) and 21oC (70"F). SAE 30 below -12oC (10"F). Oil Capacity: Sump: 6 Quarts. Total: 7 Quarts (if oil filter installed). L-4 CESSNA MODEL 172N Maximum Useful Skyhawk: Skyhawk II: SECTION 1 GENERAL fiTAXIftI U frT CERTIFICATEDWEIGHIS Takeoff, Normal Category: 2300 lbs. Utility Category: 2000 lbs. Landing, Normal Category: 2300 lbs. Utility Category: 2000 lbs. Weight in Baggage Compartment, Normal Category: BaggageArea 1 (or passenger on childrs seat)-station 82 to 108: 120 lbs. See note below. BaggageArea 2 -Station 108 to 142: 50 lbs. See note below. NOTE The murimum combined weight capacity for baggageareas 1 and 2 is 120 lbs. Weight in Baggage Compartment, Utility Category: In this category, baggage compartment and rear seat must not be occupied. STANDAR,D AIRPTANE WEIGHTS Standard Empty Weight, Skyhawk: Skyhawk II: 897 lbs. 1379 lbs. 1403 lbs. @ 621 lbs. 597 lbs. CABIN AND ENTRY DIfrlENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENIRY DIftlENSIONS Dimensions of the baggagearea and baggagedoor opening are illus- trated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 13.2 lbs./sq. ft. Power Loading: 14.4lbs./hp. Load: Normal. Categor 1-5 SECTION 1 GENERAL CESSNA MODEL 172N SYMBOLS, ABBR,EVIATIONS AND TERMINOTOGY GENER,ALAIRSPEED IERfrlINOLOGY AND SYftTBOI.S KCAS Knots Calibrated Airspeed is indicated airspeed corrected emor and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard at- mosphere at sea level. KIAS Knots Indicated Airspeed is the speed shown on the airspeed in knots. KTAS Knots True Airspeed is the airspeed expressed in knots rel- ffiir which is KCAS corrected for altitude and temperature. Maleuvering Speedis the maximum speed at which you may use abrupt control travel. Ma:<imuLFlap E-xtendedSpeedis the highest speed permis- sible with wing flaps in a prescribed extended position. Ma:<imum Struchrral Cruising Speed is the speed that should , then only with caution. Never Exce-gdSpeed is the speed limit that may not be ex- ceededat any time. Stalling Speedor tlgminimum steady.lJight :peed at which the airplane is controllable. Stalling Speedor the nginimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity. Vy. Best Angle-of-CLmb Speedis the speed which results in the z1 greatest gain of altitude in a given horizontal distance. Vy Best Rate-of-Cliqb Speedis the speed which results in the greatest gain in altitude in a given time. ,N ETEOROtO G IC AL TER'NINOTOGY OAT Outside Air Temperature is the free air static temperature. r degrees Celsius (formerly Centi- VA vrn vNo VNE vs uto 1-6 grade) or degrees Fahrenheit. CESSNA MODEL 172N Standard Tempera- ture Pressure Altitude SECTION 1 GENERAL is 15"C at sea level pressure altitude for each 1000 feet of altihrde. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERfiIINOtOGY BraEe Horsepower is the power developedby the engine. Revolutions Per Minute is engine speed. Static RPM is ergine speed attained during a full-throttle en- gii.e mnup when the airplane is on the ground and stationary. PERFOR'VIANCEAND FTIGHTPTANNING TER'UINOLOGY BHP RPM Static RPM AIR PtA N E Demon- Demonstrated Crosswind Velocitv is the velocitv of the cross- strated e control of the airplane Crosswind during takeoff and landing was acfually demonstrated during Velocitv certification tests. The value shown in not considered to be Iimiting. Usable Fuel Unusable Fbel GPH NMPG Usable F\rel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely GaA-in Titrfri. Gallons Per Hour is the amount of fuel (in gallons) consumed ffi Nautical Miles Per Gallon is the distance (in nautical miles) gallon of fuel consumed at a spe- cific engine power setting and/or flight configuration. g g is acceleration due to gravity. WEIGHT AND BALANCE TER'VIINOLOGY Reference Reference Datum is an imaginary vertical plane from which Datum ffitances are measured for balance purposes. Station Station is a location along the airplane fuselage given in Tffis of the distance from the reference datum. t-7 SECTION 1 GENERAL CESSNA MODEL 172N Arm Arm is the horizontal distance from the reference dahrm to Tfre-centerof gravity (C. G. ) of an item. Moment Moment is the product of the weight of an item multiplied by iis arrn- (Moment divided by the constant 1000 is used in this handbookto simplify balance calculations by reducing the number of digits. ) Center of Center of Gravity is the point at which an airplane, or equip- Gravity @ce if suspended. Its distance from the (C. G. ) reference datum is found by dividing the total moment by the total weight of the airplane. C. G. Center of Gravity Arm is the arm obtained by adding the Arm @oments and dividing the sum by the total weight. C. G. C"nt"-" of G"*ityli are the extreme center of gravity Limits airplane must be operated at a given weight. StandardSt@istheweightofastandardairpIane, Empty @ fuII operating fluids and full engine Weight oil. Basic Empty Basic Empty Weight is the standard empty weight plus the Weight weight of optional equipment. Useful Useful Load is the difference between takeoff weight and the Load Effipitweight. Gross Gross (Loaded) Weight is the loaded weight of the airplane. (Loaded) Weight Maximum Maximum Takeoff Weight is the maximum weight approved Takeoff run. Weight Maximum Ma.lcimum Landing Weight is the ma:<imum weight approved Landing Weight Tare Tare is the weight of chocks, blocks, stands, etc. used iffiin weighing an airplane, and is included in the scale read- ings. Tare is deductedfrom the scale reading to obtain the achral (net) airplane weight. 1-8 CESSNA MODEL 172N SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction Airspeed Limitations Airspeed Indicator IMarkings Power Plant Limitations Power Plant Instnrment Markings Weight Limits Normal Cbtegory . Utility Ch.tegory Center of Gravity Limits Normal Cbtegory . Utility Category Page 2-3 2-4 2-5 2-5 2-6 2-6 2-6 z-7 2-7 2-7 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-9 2-LO Maneuver Limits Normal Ca.tegory . Utitity Category Flight Load Factor Limits Normal Category Utility Category Kinds of Operation Limits . FueI Limitations Placards 2-t/ (2-2 blank) CESSNA MODEL 172N INTR OD UCTION SECTION 2 LIMITATIONS 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. 3,4.12as Cessna Model No. 172N. 2-3 SECTION 2 CESSNI LIMITATIONS MODEL 172} AI R,SPEED TIMITATIONS Airspeed limitations and their operational significance are shown in figure 2-1. Figure 2-1. Airspeed Limitations SPEED KCAS KlAS REMARKS Vlte Never Exceed Speed 158 160 Do not exceed this speed in any operation. Vruo MaximumStructural CruisingSpeed 126 128 Do not exceedthis speed exceptin smoothair, and then only with caution. V4 ManeuveringSpeed: 2300 Pounds 1950Pounds 1600Pounds 96 88 80 97 89 80 Do not make full or abrupt control movements above this speed. Vre MaximumFlap Extended Speed 86 85 Do not exceed this speed with flaps down. MaximumWindowOpen Speed 158 160 Do not exceed this speed with windows open. 2-4 CESSNA MODEL 172N SECTION 2 LIMITATIONS AIRSPEED INDICATOR MAR KINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. Figure 2-2. Airspeed Indicator Markings POWER PLANT TIMITATIONS Engine Manufacturer: Avco Lycoming. Engine Model Number: O-320-HZAD. 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: 118oC (245"F) Oil Pressure, Minimum: 25 psi. Maximum: 100 psi. Propeller Manufacturer: .McCauley Accessory Di.vision. Propeller Model Number: 1C160/DTM7557. Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches. MARKING KIAS VALUE OR RANGE SIGNIFICANCE White Arc 41 -85 Full Flap OperatingRange. Lower lirnit is maximumweightVgo in landingconfiguration.Upperlimit is maximumspeedpermissiblewith flaps extended. GreenArc 47 - 128 Normal OperatingRange. Lower limit is maximumweightVg at most forward C.G. with flaps retracted. Upper limit is maximumstructuralcruisingspeed. Yellow Arc 128- 160 Operations must be gonducted with caution and only in smooth air. Red Line 160 Maximumspeedfor all operations. 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 172N POWER PLANT INSTR,U MENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. INSTRUMENT RED LINE GREENARC YELLOWARC RED LINE MINIMUM LIMIT NORMAL OPERATING CAUTION RANGE MAXIMUM LIMIT Tachometer Oil Temperature Oil Pressure CarburetorAir Temperature 25 psi 2200 - 27OORPM 10oo-2450F 60-90 psi -150 to 5oC 27OORPM 2450F 100 psi Figure 2-3. Power Plant Instrument Markings WEIG HT LIMITS NORfrlAI CATEGORY Maximum Takeoff Weight: 2300 lbs. Ma.:<imumLanding Weight: 2300 lbs. Maximum Weight in Baggage Compartment: BaggageArea 1 (or passenger on child's seat)-Station82 to 108: 120 lbs. See note below. BaggageArea 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. 2-6 CESSNA MODEL 172N SECTION 2 LIMITATIONS UTIIITY CATEGORY Maximum Takeoff Weight: 2000 lbs. Maximum Landing Weight: 2000 lbs. Maximum Weight in BaggageCompartment: In the utility category, the _ baggagecompartment and rear seat must not be occupied. CENTEROF GRAVITY TIMITS NON,iAAL CAIEGON,Y Center of Gravity Range: Forward: 35. 0 inches aft of dah.rmat 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. UTIIITY 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 NOR,IUAt CATEGOR,Y 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 60o. Aerobatic ma- neuvers, including spins, are not approved. UTIIIIY CATEGOR,Y 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. A11 of these maneuvers are permitted in this airplane when oper- ated in the utility category. 2-7 SECTION 2 LIMITATIONS CESSNA MODEL 172N RECOMMENDED ENTRY SPEED* 105 knots . 105 knots 95 lmots In the utility category, the baggagecompartment and rear seat must not be occupied. No aerobatic maneuvers are approved except those list- ed below: IVIANEWER Chandelles. Lazy Eights SteepTurns Spins Slow Deceleration Stalls (Except Whip Stalls). SIow 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 NOR'Y\At CATEGO RY Flight Load Factors (Gross Weight - 2300 lbs. ): *Flaps Up . +3.8g, -L.52g *Flaps Down . +3.0g *The design load factors are l50vo of the above, and in aII cases, the struch.rre meets or exceeds design loads. UTITITY CATEGORY Flight Load Factors (Gross Weight - 2000 lbs. ): +Flaps Up +4.49, -1.?69 *Flaps Down . +3.0g *The design load factors are L50Voof the above, and in all cases, the structure meets or exceeds design loads. 2-B CESSNA N.CDEL 172N SECTION 2 LIMITATIONS KINDS OF OPER,ATION TIMITS The airplane is equippedfor 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 TIMITATIONS 2 Standard Tanks: 2I.5 U.S. gallons each. Total FueI: 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 (a11flight 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 FueI Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/ 130) Grade Aviation Fuel (Green). 2-9 SECTION 2 LIMITATIONS CESSNA MODEL 172N PTACARDS The following information is displayed in the form of composite or individual placards. (1) In fuII view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) This airplane must be operated in compliance with the operating limitations as stated in the form of placards, markings, and manual.s. -IUAXIMUMS Normal Category Utitity Category IvIANEWERING SPEED (IAS) 9? knots . 97 knots GROSSWEIGHT 2300 lbs. 2000 Ibs. FLIGHT LOAD FACTOR Flaps Up +3. 8, -1. 52 4,4, -1. ?6 Flaps Down +3.0 +3.0 Normal Category - No acrobatic maneuvers including spins approved. Utility Category - Baggage compartment and rear seat must not be occupied. NO ACROBATIC MANEWERS APPROVED EXCEPT THOSE LISTED BELOW Maneuver Recm. Entry Speed Maneuver Recm. Entry Speed G6iid[es.rc Spins...ffi Lazy Eights . 105 knots Stalls (except Steep Turns 95 knots whip stalls) Slow Deceleration Altitude loss in stall recovery -- 180 feet. Abrupt use of the controls prohibited above 9? 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 (2) Forward of fuel selector valve: SECTION 2 LIMITATIONS BOTH TANKS ON FOR TAKEOFF & LANDING (3) On the fuel selector valve (standard tanks): On the fuel selector valve (long range tanks): (4) Near fuel tank filler cap (standard tanks): FUEL 1OO/130 MIN. GRADE AVIATION GASOLINE CAP. 21.5 U.S. GAL. Near fuel tank filler cap (long range tanks): FUEL 1OO/130 MIN. GRADE AVIATION GASOLINE CAP. 27 U.S. GAL. BOTH - 40 GAL. LEFT - 20 GAL. RIGHT - 20 GAL. OFF ALL FLIGHT ATTITUDES LEVEL FLIGHT ONLY LEVEL FLIGHT ONLY BOTH - 50 GAL. LEFT - 25 GAL. RIGHT - 25 GAL. OFF ALL FLIGHT ATTITUDES LEVEL FLIGHT ONLY LEVEL FLIGHT ONLY 2-tL SECTION 2 LIMITATIONS (5) Near flap indicator: CESSNA MODEL 172N AVOID SLIPS WITH FLAPS EXTENDED (6) In baggagecompartment: 120 POUNDSIVIAXIMUM BAGGAGE AND/OR ATIXIIJARY PA SSENGER FORWARD OF BAGC.AGEDOOR I,ATCH 50 POUNDSMAXIMUM BAGGAGE AFT OF BAGGAGE DOOR I"ATCH MAXIMUM 120 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BAI,ANCE DATA (7) On the instrument panel near over-voltage light: HIGH VOLTAGE 2-t2 CESSNA MODEL 172N SECTION 3 EMEN,GENCY PR,OCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction 3-3 Airspeeds For Emergency Operation 3-3 OPERATIONAL CHECKLISIS Engine Failures 3-3 Engine Failure During Takeoff Rrn . 3'3 Engine Failure Immediately After Takeoff . 3-3 Engine Failure During Flight 3-4 Forced Landings . 3-4 Emergency Landing Without Engine Power 3-4 Precautionary Landing With Ergrne Power 3-4 Ditching . 3-5 Fires 3-5 During Start On Ground. 3-5 Engine Fire In Flight . 3-6 Electrical Fire In Flight 3-6 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 3-8 Over-Voltage Light Illuminates 3-8 Ammeter ShowsDischarge 3-8 AMPLIFIED PROCEDURES Engine Failure . 3-9 Forced Landings . 3-10 3-6 3-? 3-? 3-7 3-8 3-8 3-1 SECTION 3 EMERGENCY PROCEDUF,ES TABLE OF CONTENTS (Continued) CESSNA MODEL 172N Landing Fires Without Elevator Control Emergency Operation In Clouds (Vacuum System Failure). Executing A 180' T\rrn In Clouds . Emergency Descent Through Clouds Recovery From A Spira1 Dive Flight In Icing Conditions Static Source Bloeked 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 Page 3-10 3- 10 3-11 3- 11 3-11 3-L2 3-12 3-t2 3- 13 3 -14 3 -14 3-14 3-14 3- 14 3- 15 3-15 3-15 3-2 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 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 g. AIRSPEEDS FOR EMERGENCYOPERATION 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 OPERATIONALCHECKTISTS ENGINE FAILUR,ES ENGINE IAILURE DURING TAKEOFF R,UN (1) Throttle -- IDLE. (2) Brakes -- Appl,y. (3) Wing Flaps -- RETRACT. (4) Mixture -- IDLE CUT-OFF. (5) Ignition Switch -- OFF. (6) Master Switch -- OFF. ENGINE FAITURE I'VI'}IEDIATETYAFTER TAKEOFF (1) Airspeed -- 65 KIAS (ftaps Up). 60 KLAS (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 CESSNA MODEL 172N (2) Mixture -- IDLE CUT-OFF. (3) Fuel Selector Valve -- OFF. (4) Ignition Switch -- OFF. (5) Wing Flaps -- AS REQUTREb. (6) Master Switch -- OFF. ENGINE FAItUR,EDURING FTIGHT (1) Airspeed -- 65 KIAS. (2) Carbr.rretor Heat -- ON. (3) Fuel Selector Valve -- B0IH. (4) Mixture -- RICH. (?) Ignition Switch -- BOTH (or START if prope[er is stopped). (6) Primer -- IN and LOCKED. FORCEDLANDINGS EftTERGENCYTANDING WIIHOUT ENGINE POWER, (1) Airspeed -- 65 KIAS (flaps UP). 60 I(IAS (flaps DOWN). Mixture -- IDLE CUT-OFF. F\rel Selector Valve -- OFF. Ignition Switch -- OFF. Wing Flaps -- AS REQUIRED (40" recommended). Master Switch -- OFF. Doors -. UNI,ATCH PRIOR TO TOUCHDOIWN. Touchdorvn-- SLIGHTLY TAIL LOW. Brakes -- APPLY HEAVILY. PRECAUIIONARY LANDING WITH ENGINE POWER (1) Wing Ftaps -- 20o. Q\ AirsPeed -- 60 KIAS. (3) SelectedField -- 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 -- 40o (on final approach). (6) Airspeed -- 60 I(IAS. (7) Master Switch -- OFF. (8) Doors -- UNLATCH PRIOR TO TOUCHDOWN. (9) Touchdown -- SLIGHTLY TAIL LOTW. (10) Ignition Switch -- OFF. (11) Brakes -- APPLY HEAVILY. 3-4 CESSNA MODEL 172N SECTION 3 EMERGENCY PROCEDURES DITCHING (1) Radio -- TRANSMIT MAYDAY on LZI.5 MHz, givinglocation 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 -- 20o - 40o. (5) Power -- ESTABLISH 300 FT/MIN DESCENT at 55 KIAS. NOTE If no power is available, approach at 65 KIAS with flaps up or at 60 KIAS with 10o 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 STARI 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 EMERGENCY PROCEDURES CESSNA MODEL 172N b. Ignition Switch -- OFF. c. FueI 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 FIR,EIN FTIGHT (1) Mixture -- IDLE CUT-OFF. (2) F\rel 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). ETECIRICATFIRE IN FLIGHI (1) Master Switch -- OFF. (2) All Other Switches (except ignition switch) -- OFF. (3) Yents/Cabin Air,/Heat -- CLOSED. (4) Fire Extinguisher -- ACTWATE (if available). WARNING 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) Raaio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. (8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE (1) Master Switch -- OFF. (2) Vents/Cabin Air,/Heat -- CLOSED (to avoid drafts). (3) Fire Extinguisher -- ACTMTE (if available). 3-6 CESSNA MODEL 172N SECTION 3 EMERGENCY PROCEDURES WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. (4) Land the airplane as soon as possible to inspect for damage. WING FIR,E Navigation Light Switch -- OFF. Pitot Heat Switch (if installed) -- OFF. Strobe Light Switch (if installed) -- OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. ICING INADVER,TENTICING ENCOUNTER (1) Turn pitot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air temperature that is less condtrciveto icing. (3) PuIl cabin heat control full out and open defroster outlet to obtain murimum windshield defroster airflovv. Adjust cabin air control to get ma><imumdefroster 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 ma:ri- 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 l/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 biuild-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension corld result in a loss of elevator effectiveness. (1) (2) (3) 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 ?5 KIAS, depending upon the amornt of the accurnulation. (12) Perform a landing in level attitude. STAIIC SOUR,CEBTOCKAGE (Erroneous Instrumenl Reoding Suspected) (1) Alternate Static Source Valve -- PULL ON. (2) Airspeed -- Consutt appropriate calibration tables in Section 5. LANDING WITH A FLAT MAIN TIRE (1) Approach -- NORI\{AL. (2) Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible. ELECTR,ICAL POWERSUPPLYSYSTEMMALFUNCTIONS OVER,.VOtIAGE TIGHT IttU,N INATES (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. A,U'VIETER,SH OWS DISCHA RG E (1) Alternator -- OFF. (2) Nonessential Electrical Equipment -- OFF. (3) Flight -- TERMINATE as soon as practical. 3-8 CESSNA MODEL 172N SECTION 3 EMEITGENCY PROCEDURES AMPTIFIED PROCEDURES ...r.1.:I .l,.....r.i.::'j t ,rii ..."rj:f I I I * SPEED65 KIAS * PROPEItER WIND'VlII.TING * FTAPSUP * ZERO WIND l.'.'.::':'."' lltr GROUNDDISTANCE- NAUTICALMILES Figure 3-1. Mzurimum Glide ENGINE FAILURE If an engine failure occurs during the takeoff nrr5 the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety drring a fallure 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 shonld be planned straight ahead with only small changes in direction to avoid obstmctions. Altitude and airspeed are sel- dom sufficient to execute a 180" gliding furn 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- a! 10,000 I z d 8000 uJ F ur 6000 o(I) : 4ooo F - 1 2ooo 14 't2 10 16 18 3-9 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172N FORCEDLANDINGS 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 121.5MHz giving location and intentions. Avoid a landing flare because of diffi- culty in judging height over a water surface. LANDING WITHOUT ELEVATOR, CONTR,OL Trim for horizontal flight(with an airspeed of approximately 60 KIAS and flaps set to 20") by using throttle and elevator trim control. Then do not change the elevatoi trim control settingl 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 PR,OCEDUR,ES EMERGENCY OPER,ATIONIN CTOUDS (Vocuum System Fqilure) 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 instnrctions 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 instnrment flying. EXECUTING A ISOO TURN IN CTOUDS 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- pIane. (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. E'NERGENCY DESCENTIHROU GH CtO U DS 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 nrdder 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: Apply tull rich mixture. Use full carburetor heat. (1) (2) 3-11 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172N (3) Reduce power to set up a 500 to 800 ftlmin 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 conections 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 ftight. R,ECOVERYFRO'VI A SPIRAT 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 gtide. (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. FLIGHTIN 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 BIOCKED If erroneous readings of the static source instmments (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. NOTE In an emergency on airplanes not equipped with an alter- nate static source, cabin pressure can be supplied to the 3-12 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 catibiation 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 PGTTION. (3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATI6.- (4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL.WEEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. FuU Effii&ator may be required at aft center of gravity loadings to assure optimum recoveries, (5) HOLD THESE CONTROL TNPUTSUlrrrl. ROTATTONSTOPS. Prerffie rela:<ation of the control inputs may extend the recovery. (6) AS ROTATTON STOPS, NEUTRATTZE.RUDDER, AND TVIAKEA 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 PR,OCEDURES CESSNA MODEL 172N ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETORICING A gradual loss of RPM and evenhral engine roughness may result from the formation of carbruretor ice. To clear the ice, apply full throttle and pull the carburetor heat knob fulI out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cnrise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mix- ture for smoothest engine operation. SPARK PtUG 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 mixbure to the recommended lean set- ting for cruising flight. If the problem does not clear up in several min- utes, determine if a richer mixh.rre 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. TVIAG N ETO'VTA IFU NCTION A sudden engine roughness or misfiring is usually evidence of mag- neto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is maUunctioning. 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 OIT 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 i:s 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. ELECTR.ICAT POWERSUPPLYSYSTEMMALFUNCTIONS 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 cotrld cause the problem. A damaged or improperly adjusted voltage regulator can also cause maUunctions. Problems of this nafure 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. EXCESSIVERATE OF CHAR,GE After engine starting and heavy electrical usage at low engine speeds (such as extended tarciing) 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 cnrising flight, the ammeter should be indicating Iess 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 overchar$ng. 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 maUunction 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. INSUFFICIENI RAIE OF CHARGE If the ammeter indicates a continuous discharge rate in flight, the 3-1 5 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 furned off and the flight terminated as soon as practical. 3-16 SECTION 4 NORMALPROCEDURES TABTE OF CONTENTS Introduction Speeds For Normal Operation CHECKLIST PROCEDURES Preflight Inspection Cabin Empennage 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 AMPLIFIED PROCEDURES Starting Engine .4-LL SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N 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 4-8 4-8 4-8 4-8 4-9 4-9 4-9 4-9 4-9 4-9 4-7 4-8 4-7 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N TABLE OF CONTENIS (Continued) Page Taxiing .4-LI Before Takeoff .4-13 Warm-Up . 4-13 Magneto Check .4-13 AlternatorOheck , . .4-LB Takeoff .4-18 Power Check .4-13 Wing Flap Settings .4-L4 Short Field Takeoff .4-L4 Crosswind Takeoff .4-15 Enroute Ctimb .4-L5 Cruise .4-I5 Stalls .4-LT Spins .4-tz Landing .4-19 Normal Landing .4-19 Short Field Landing .4-2O Crosswind Landing .4-2O Balked Landing .4-2O CoId Weather Operation . .4-20 Starting .4-2O Flight Operations .4-22 Hot Weather Operation .4-23 Noise Abatement .4-23 4-2 CESSNA MODEL 172N SECTION 4 NORMAL PR,OCEDURES 73 KIAS :::::::: ::: :i[it: INTR,ODUCTION 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. SPEEDSFOR NORMAT OPERATION Unless otherwise noted, the following speeds are based on a maxi- mum weight of 23T0 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 70-80 KIAS Short Fietd Takeoff, Flaps Up, Speed at 50 Feet 59 KIAS Enroute Climb, Flaps Up: Normal, Sea Level 75.85 KIAS 70-80 KIAS Normal, 10,000Feet Best Rate of Climb, Sea Level Best R,ate of Climb, 10,000Feet Best Angle of Climb, Sea Level Best Angle of Climb, 10,000Feet Landing Approach: Normal Approach, Flaps Up 60-70 KIAS Normal Approach, Flaps 40o 55-65 KIAS Short Field Approach, Flaps 40o 60 KIAS Balked Landing: Maximum Power, Flaps 20o 55 KIAS Maximum Recommended Turbulent Air Penetration Speed: 2300 Lbs 97 KIAS 1950 Lbs 89 KIAS 1600 Lbs 80 KIAS Maximum Demonstrated Crosswind Velocity: Takeoff or Landing 15 KNOTS 4-3 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N 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 eontrol surfaces contain no internal accumulations of ice or de- !ris. If a night flight is planned, check operation of all lights, and make sure a flashlight is avaiUfte. 4-4 Figure 4- 1. Preflight Inspection CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES CHECKLIST PR.OCEDURES _ PREFIIGHTINSPECTION . ' u cABtN - (1) Control Wheel Lock -- REMOVE. (2) Ignition Switch -- OFF. (3) Master Switch -' ON. _ (4) fuet Quantity Indicators -- CHECI( QUAMITY. (5) Master Switch -- OFF. (6) Baggage Door -- CHECK, lock with key if childrs seat is to be occupied. @ nIGHT wtNG Troilins Edse (1) Aileron -- CHECK freedom of movement and security. @ nrGHTwrNG @ TmPENNAGE (1) Rudder Gust Lock -- REMOVE. (2) Tail Tie-Down -- DISCONNECT. (3) Control Surfaces -- CHECK freedom of movement and searrity. (1) Wing Tie-Down -- DISCONNECT. (2) Main Wheel Tire -- CHECK for proper inflation. (3) Before first ffight 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) FueI Quantity -- CHECK VISUALLY for desired level. (5) Fuel Filler Cap -- SECURE. @ nosr (1) Engine Oil Level -- CHECK. Do not operate with less than four quarts. F1II 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 NORMAL PROCEDURES CESSNA MODEL 172N 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 (Ieft side of fuselage) -- CHECK for stop- page. (! rEFTw tNG (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 FiIIer Cap -- SECURE. Q) tEFr wtNG Leodins 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 zuc- tion; a sound from the warning horn will confirm system operation. (4) Wing Tie-Down -- DISCONNECT. (f tEFT w ING Iroilins Edee (1) Aileron -- CHECK for freedom of movement and security. BEFORESTAR,TINGENGINE (1) Preflight Inspection -- COMPLETE. (2) Seats, Belts, Shorlder Harnesses -- ADJUST and LOCK. (3) FueI Selector Valve -- BOTH. (4) Radios, Autopilot, Electrical Equipment -- OFF. (5) Brakes -- TEST and SET. (6) Circuit Breakers -- CHECK IN. STAR,TING ENGINE (1) Mixture -- RICH. 4-6 CESSNA MODEL 172N SECTION 4 NOR,MAL PR,OCEDURES (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) OiI Pressure -- CHECK. BEFORETAKEOFF (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 NORfilAL TAKEOFF (1) Wing Flaps -- UP. (2) Carburetor Heat -- COLD. (3) Throttle -- FULL OPEN. (4) Elevator Control -- LIFT NOSE WHEEL (at b5 KIAS). (5) Climb Speed -- 70-80KIAS. 4-7 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N SHORT FIELD TAKEOTF (1) Wing Flaps -- UP. (2) Carburetor Heat -- COLD. (3) Brakes -- APPLY. (4) Throttle -- FULL OPEN. (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 aII obstailes are cleared). ENR,OUTE CtI MB (1) Airspeed -- 70-85 KIAS. NCITE If a murimum performance climb is necess€[yr 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). cRursE (1) Power -- }ZOO-2200RPM (no more than ?SVois 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). BEFORELANDING (t) Seats, Belts, Harnesses -- SECURE. (2) Fuel Selector Valve -- BOTH. 4=8 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES (3) Mixture -- RICH. (4) Carburetor Heat -- ON (appty full heat before closing throttle). LANDING N OR frlAL TAN DIN G (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 TANDING (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) tittU Flaps -- RETRACT. _ BATKED TANDING (1) Throttle -- FULL OPEN. (2) Carburetor Heat -- COLD. (3) Wing Flaps -- 20o (immediately). (4) Climb Speed -- 55 KIAS. (5) Wing Flaps -- 10o (until obstacles are cleared). RETRACT (after reaching a safe altitude and 60 KrAS). AFTERLANDING (1) Wing Flaps -- UP. (2') Carburetor Heat -- COLD. SECUR,INGAIRPLANE (1) Parking Brale -- SET. (2) Radios, Electrical Equipment, Autopilot -- OFF. 4-9 SECTION 4 NORMAL PROCEDIIRES (3) Mixture -- IDLE CUT-OFF (prlled tuIl out). (4) Ignition Switch -- OFF. (5) Master Switch -- OFF. (6) Control Lock -- INSTALL. CESSNA MODEL 172N 4-10 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES AMPTIFIED PROCEDURES STAR,TINGENGINE During ergine starting, open the throttle approximately f/g inch. In warm temperatures, one or hvo strokes of the primer should be zufficient. In cold weather, up to six strokes of the primer may be necessary. If the engine is warm, no primirg 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 combiustion chambers by the following procedure: Set the mixfure 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+'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 zummertime and about twice that long in very cold weather, stop engine and investigate, I-ack of oil pressure can cause seriors ergine damage. After starting, avoid the use of carbretor 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 lcrob should be pushed full in during all ground operations unless heat is absolutely necessary. When the lmob is 4-17 SECTION 4 NORMAL PROCEDURES CODE CESSNA MODEL 172N NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in thip attitude. Use the steerable nose wheel and rudder to maintain direction. wrNDDmECrroN ) USE UP AILERON ON LH WING AND NEUTRAL ELEVATOR USE UP AILERON ON RH WING AND NEUTRAL ELEVATOR USE DOWN AILERON ON LH WING AND DOWN ELEVATOR USE DOWN AILERON ON RH WING AIVD DOWN ELEVATOR 4-12 Figure 4'2. Taxiing Diagrarn CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES prlled out to the heat position, air entering the engine is not filtered. Tzu<iing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORETAKEOFF WARfrl-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. frlAGNETO 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 refurn 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. ATTERNATORCHECK 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-t3 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N takeoff nrn. 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 malcing 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 tull rich. NOTE Carhrretor heat should not be used dunng 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 shotrld be leaned to give mardmum 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 FtAP SEITINGS Normal and short field takeoffs are performed with flaps up. Flap settings greater than 10" are not approved for takeoff. Use of 10o flaps is reserved for minimum ground runs or for takeoff from soft or rough fields. Use of 10o flaps allows safe use of slightty 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 10Vo. 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 10o flaps. Therefore, use of 10" flaps is not recommended for takeoff over an obstacle at high altitude in hot weather. SHORI FIELDTAKEOFF If an obstruction dictates the use of a steep climb angle, after liftoff 4-t4 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 10o flaps. If 10o 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 10o 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 IAKEOFF 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 slightty 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 furn into the wind to correct for drift. ENROUTECLIMB 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 55Voand ?570power. The engine RPM and corresponding fuel consumption for various altitudes can be deter- 4-1 5 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N mined by using your Cessna Power Computer or the data in Section 5. NOTE Cmising should be done at 65Voto 75Vopower until a totat of 50 hours has accumulated 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 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 po\ryer. This table should be used as a guide, along with the avail- able winds aloft information, to determine the most favorable altifude 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 every 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 75Vo power, the mixture should not be leaned more than is required to provide peak RPM. Carbr.rretor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full cartmretor 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 SeaLevel 4000 Feet 8000 Feet 114 118 122 13.5 14.O 14.5 107 111 115 14.8 15.3 15.8 100 103 106 16.1 16.6 17.1 Standard Conditions ZeroWind 4-16 Figure 4-3. Cruise Performance Table CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES error) to prevent ice from forming. since the heated air causes a richer mixfure, readjust the mixfure setling when carn retor heat is to be used continuously in cruise flight. The use of fulr carburetor heat is recommended during flight in heavy rain to avoid the possib'ity 91 "rgi"; "topp"ge due to excessive water ingestion or carburetor ice. rne frixture setting should be re_ adjusted for smoothest operation. power changes shourd be made cau_ ItJ$"1il;llllowed ov prorf,pt*ai""t*""t "itn! mixtureror smoothest 5TAtt5 The stall characteristics are conventional and aural warning is pro-vided by a stall warning horn which sounds u"t,o""n b and 10 }rrots above the stall in all configurations. Power-off statl speeds at ma:rimum_weight for both forward and aft c. g, lnsitions are presented in Section b. SPINS Intentional spins are approvej i1. this airplane within certain restrict- ;iri"fft' spinswith baggaseloadineso"-J".,rpiedrear ,"JG) are not However' before attempting to perfor_m spins several items should be be caretully considered b;";;". a qafe fiight. No spins shourd be at_ tempted withcmt first ta"ing received auar instruction both in spin entries and spin recoveries fr93 a-qualifiea insimc-tir wno is farniliar with the spin characteristics of the C'essna l?ZN. The cabin sho'ld be clean and -a,rl loqse equipment (including the mi_ crophone and rear seat belts) shourd ne stowed or secured. For a soro flight in which spins will be 6onau:1e0, ttr" "iiuot's seat belt and shqrlder harness should also be "".,r""d. The seat berG and shq.rlder harnessesshould be adjusted to provide p"op"" restraint during all anticipated flight conditions. However, care shourd be taken io "r,ro"" that the p10t can easily reach the flight contrors and produ"" -*i-um control lravers. 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 allorred for a 1- turn spin and recovery, while a 6- turn spin and recovery may require somewhat more than twice that amount. For e>q.mple, the recommended entry altitude for a 6- turn spin would be 6000 feet above ground level. In any caser entries should be planned so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91. ?1. 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 fuil aft position. Just prior to reaching the stall rbreak", rudder control in the desired direction of the spin rotation should be applied so that fulI mdder deflection is reached almost simultaneously with reaching fulI 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 relur- 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 furn spin is adequate and should be used. Up to 2 furns, the spin will pro- gress to a fairly rapid rate of rotation ard a steep attitude. Application of recovery controls will produce prompt recoveries (withtn l/4 hrrn). Dur- irg extended spins of two to three turns or more, the spin will tend to charge into a spiral, particularly to the right. This wiU 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 furns 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 NEIITRAL. (2) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATIOJI- (3) JUsr AFTER TIm RUDDER REAcHES THE srop, MovE THE CONTROTifrE.EE.I, BRISKLY FoRwARD FAR ENcIJGH To BREAK THE STALL. 4-18 CESSNA MODEL 172N SECTION 4 NOR,MAL PF,OCEDURES (4) HOLD THESE CO}ITROL INPUTS UIVIIL ROTATION STOPS. (5) rn-OrreTloN sTops, NELITRA LIZF- RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DryE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the furn and bank indicator may be referred to for this information. Variation in basic airplane r€ging 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 itre 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 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 stmcture. LANDING NOR,UAt TANDING 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 20o due to a slight tendency for the elevator to oscillate under certain combi- nations of airspeed, sideslip angle, and center of gravity loadings. NgTE Carburetor heat should be applied prior to any significant reduction or closing of the throttle. Achral 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 CESSNA MODEL 172N SHORT FIETDTANDING 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, Iower 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. CR,OSSWIND TANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. If flap settings greater than 20o 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-Iow method gives the best control. After touch- down, hold a straight course with the steerable nose wheel and occasional braking if necessary. The ma:<imumallowable crosswind velocity is dependentupon 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 10o 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 WEATH ER OPER,ATIO N SIAR.IING 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 "Iimber" 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 posliUle 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 cboler, which probably will be congealedprior 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 Seryice plug Receptacle for operating details. Cold weather starting procedures are as foll.ows: With Preheat: (tl with ignition switch oFF and throtile closed, prime the engine four to eight strokes as the propeller is being turned over by hind. 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) Throtile -- OPEN 1/8 rNCH. (6) Ignition Switch -- START. (?) Release ignition switch to BorH when engine starts. (8) Oil Pressure -- CHECK. I/ithout Preheflf (1) Prime the engine six to ten strokes while the propeller is being turned by hand with throttle closed. Leave primei chbrged and ready for stroke. 4-21 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172N (2) Propeller Area -- CLEAR. (3) Master Switch -- ON. (4) Mixture -- FULL RICH. (5) Ignition Switch -- START. (6) Rrmp throttle rapidly to tulI open twice. Rehrrn to 1/8.inch open position. (?) Release ignition switch to BOTH wtren engine starts. (8) Continue to prime engine until it is running smoothly, or alter- nately Frmp throttle rapidly over first L/4 ot total travel. (9) Oil Preszure -- CHECK. (10) RrlI carburetor heat knob tuIl 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 sprk 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 bacldire. 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 temperafure gage prior to takeoff if outside air temperatures are very cold. After a zuitable 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 . FTIGHT OPERATIONS Takeoff is made normally with carburetor heat off. Avoid excessive leaning in cnrise. Carhrretor heat may be used to overcome any occasional engine roughness due to ice. When operating in temperafures 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 0o to 2L"C range, where icing is critical under eertain atmospheric conditions. HOT WEATHEROPER,ATION Refer to the general warm temperature starting information under Starting Engine in this section. Avoid prolonged engine operation on the ground. NOISEABATEMENT 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 bo build public zupport 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 tlwn 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 deprfure from or approach to an airport, climb after taleoff and descent for landing should be made so as to avoid pro- longed flight at low altihde near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instmctions, or where, in the pilotfs judgement, an altifude 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 Sample Probl Takeoff Cruise SECTION 5 PERFORMANCE TABLE OF CO NTENTS Introduction........ Use of Performance Charts SECTION 5 PERFOITMANCE em 5-3 . 5-4 5-5 5-5 5-7 5-8 5-9 5-10 5- 11 5-L2 5-13 5-14 Page 5-3 5-3 FueI Required Landing Figure 5-1, Figure 5-2, Figure 5-3, Figure 5-4, Figure 5-5, Figure 5-6, Figure 5-7, Figure 5-8, Figure 5-9, Airspeed Calibration - Normal Static Source . . Airspeed Calibration - Alternate Static Source . . Temperature Conversion Chart . Stall Speeds Takeoff Distance Takeoff Distance - 2300Lbs - 2100Lbs and 1900Lbs Rate of Climb Range Profile - 40 Gallons FueI . . . . Range Profile - 50 Gallons Fuel , . Endurance Profile - 40 Gallons Fuel Endurance Profile - 50 Gallons Fuel Figure 5-10, Landing Distance Time, Fuel, and Distance to Climb . 5-15 CnrisePerformance. .. 5-16 5-17 5-18 5-19 5-20 5-2r 5-L/(5-2 blank) CESSNA MODEL 172N SECTION 5 PERFORMANCE INTRODUCTION 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 45Vo 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. LOVoor more in range and endurance. Therefore, it is impor- tant to utilize aII available information to estimate the fuel required for the particular flight. USE OF PERFORMANCECHARTS 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. SAMPLEPROBLEM 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 F ield pressure altitude Temperature Wind component along runway Fietd length 2250 Pounds 40 Gallons 1500 Feet 28oC (16oC above standard) 12 Knot Headwind 3500 Feet 5-3 SECTION 5 PERFORMANCE CESSNA MODEL 172N CRUISE CONDITIONS Total distance 460 Nautical Miles Pressure altitude 5500 Feet Temperature 20oC (16"C above standard) Expected wind enroute 10 Knot Headwind LANDING CONDITIONS Field pressure altitude 2000 Feet Temperature 25oC Field length 3000 Feet TAKEOFF 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 30oC should be used and results in the following: Ground roll 1075 Feet Total distance to clear a 50-foot obstacle 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 , rovo =LBvoDecrease 9 Knots This results in the following distances, corrected for wind: Ground roll, zero wind Decrease in ground roll (1075 feet " lSVo) Corrected ground roll IO75 140 ffi tr'eet Total distance to clear a 50-foot obstacle, zero wind 1915 Decrease in total distance (1915 feet * L3Vo) 249 Corrected total distance to clear a 5O-foot obstacle 1666 Feet 5-4 CESSNA MODEL 172N SECTION 5 PER,FORMANCE CR UISE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performanee. A typical cruising altitude and the expected wind enroute have been given for this sample problem. However, 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. 65Vo power at 5500 feet yields a predicted range of 523 nautical miles with no wind. The endu- ranee profile chart, figure 5-9, shows a corresponding 4.2 hours. The range figure of 523 nautical miles is corrected to account for the expected 10 knot headwind at 5500 feet. This indicates that the trip can be made without a fuel stop using ap- proximately 65Vo power. The cruise performance chart, figure 5-7, is entered at G000 feet altitude and 20oC above standard temperature. These values most nearly correspond to the pianned aititude and expected temperature conditions. The engine speed chosen is 2500 RPM, which results in the following: Range, zero wind Decrease in range due to wind (4.7 hours " 10 knot headwind) Corrected range Power True airspeed Cruise fuel flow 523 47 476 Nautical Miles 647o 114 Knots 7.1 GPH The power computer may be used to determine power and fuel con- sumption more accurately during the fllght. FUELREOUIRED 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- Iem, 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 I 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 IOVo for each 10'C above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16oC above standard, the correction would be: +9;9 ^ rovo= l6vo Increase 100c With this factor included. the fuel estimate would be calculated as fol- Iows: Fuel to climb, standard temperature 1.3 Increase due to non-standard temperature (1.3 ' tGVo) O.2 Corrected fuel to climb 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 460 Climb distance -10 Cruise distanee 4ffi-Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: Lt4 -10 104 Knots Therefore, the time required for the eruise portion of the trip is: 450 Nautical Miles = 4.3 Hours 104 Knots The fuel required for cruise is: 4.3 hours ' 7.1 gallons/hour = 30.5 Gallons 5-6 CESSNA MODEL 172N The total estimated fuel required is as follows: SECTION 5 PERFORMANCE Engine start, taxi, and takeoff 1.1 Climb 1.5 Cruise 30.5 Total fuel required 33.1 GaIIons This will leave a fuel reserve of: 40.0 -33.1 6.9 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 30oC are as follows: Ground roll 590 Feet Total distance to clear a 5O-foot obstacle 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 CESSNA MODEL 172N AIR SPEED CALIBRAIION NORAAAL STATIC SOURCE Figure 5-1. Airspeed Calibration (Sheet1 of 2) FLAPS UP KIAS KCAS 40 50 60 70 80 90 100 110 120 130 140 49 55 62 70 80 89 99 108 118 128 138 FLAPS1OO KIAS KCAS 40 50 60 70 80 85 49 55 62 71 80 85 FLAPS 4OO KIAS KCAS 40 50 60 70 80 85 475462718186 5-8 CESSNA MODEL 172N SECTION 5 PERFORMANCE AIRSPEED CATIBRATION ATTERNATESTATIC SOU R CE HEATER/VENTS ANDWINDOWS CLOSED FLAPSUP NORMALKIAS ALTERNATEKIAS 40 50 60 70 80 90 100 110 120 130 140 39 51 61 71 82 91 101 111 121 131 141 FLAPS1OO NORMALKIAS ALTERNATEKIAS 40 50 60 70 80 85 40 51 61 71 81 85 F LAPS4OO NORMALKIAS ALTERNATEKIAS 405060708085 38 50 60 70 79 83 HEATER/VENTSOPENAND WINDOWSCLOSED FLAPSUP NORMALKIAS ALTERNATEKIAS 40 50 60 70 80 90 100 110 120 130 140 36 48 59 70 80 89 99 108 118 128 139 FLAPS1OO NORMALKIAS ALTERNATEKIAS 40 50 60 70 80 85 38 49 59 69 79 84 FLAPS4OO NORMALKIAS ALTERNATEKIAS 40 50 60 70 80 85 34 47 57 67 77 81 WINDOWSOPEN FLAPSUP NORMALKIAS ALTERNATEKIAS 40 50 60 70 80 90 100 110 120 130 140 26 43 57 70 82 93 103 113 123 133 143 FLAPS1OO NORMALK]AS ALTERNATEKIAS 40 50 60 70 80 85 25 43 57 69 80 85 FLAPS4OO NORMALKIAS ALTERNATEKIAS 405060708085 25 41 54 67 78 84 Figure 5-1. Airspeed Calibration (Sheet2 of.2) 5-9 SECTION 5 PERFORMANCE CESSNA MODEL 172N L LU I z LIJ E I fl40 @ LU LU t tn t! o20 TEMPERATURECONVERSION CHART -20 0 20 40 DEGREES - CELSIUS Figure 5-2. Temperature Conversion Chart 5- 10 CESSNA MODEL 172N STATL SPEEDS CONDITIONS: PowerOff NOTES: 1. Maximumaltitude lossduringa stall recoverymay be as much as 180 feet. 2. KIAS valuesare approximate. SECTION 5 PERFORMANCE frlOSTREARWARD CENTEROF GRAVITY ,VIOSI FORWARD CENTEROF GRAVIIY WEIGHT LBS FLAP DEFLECTION ANGLE OF BANK oo 300 450 600 KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS 2300 UP loo 400 42 38 36 50 47 M 45 40 38 54 51 47 50 45 43 59 56 52 59 54 51 71 66 62 WEIGHT LBS FLAP DEFLECTION ANGLE OF BANK go 3oo 450 600 KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS 2300 UP 100 400 47 44 41 53 51 47 51 47 M 57 55 51 56 52 49 63 61 56 66 62 58 75 72 66 Figure 5-3. Stall Speeds 5- 11 cJl I N? TAKEOFF DISTANCE lnAxt,uurn wEIGHT 2300 !BS SHORT FIETD CONDITIONS: FlapsUp Full Throttle Priorto BrakeRelease Paved,Levef,Dry Runway Zero Wind NOTES: 1. Short field techniqueas specifiedin Section4. 2. Prior to takeoff from fieldsabove3000 feet elevation,the mixture shouldbe leanedto give maximumRPM in a full throttle, static runup. 3. Decreasedistances1oo/oforeach9 knots headwind. For operationwith tailwindsup to 10 knots, increasedistancesby 1Oo/o for each2 knots. 4. For operationon a dry, grassrunway,increasedistancesby 15%of the "ground roll" figure. '0 cD HH 5c) ,:t Fl az!ur zo o xo ts L'J 'm tm NZ z> WEIGHT LBS TAKEOFF SPEED KIAS PRESS ALT FT 00c 100c 2ooc 300c 4ooc GRND ROLL TOTAL TO CLEAR 50 FT OBS GRND ROLL TOTAL TO CLEAR 50 FT OBS GRND ROLL TOTAL TO CLEAR 50 FT OBS GRND ROLL TOTAL TO CLEAR 50 FT OBS GRND ROLL TOTAL TO CLEAR 50 FT OBS LI FT OFF AT 50 FT 2300 52 59 SL. 1000 2000 3000 4000 5000 6000 7000 8000 720 790 865 950 1045 1 150 1265 1400 1550 1300 1420 1555 1710 1880 2075 2305 2565 2870 775 850 930 1025 1 125 1240 1365 1510 1675 1390 1525 1670 1835 2025 2240 2485 2770 31 10 835 915 1000 1100 1210 1335 1475 1630 1805 1490 1630 1790 1970 2175 2410 2680 3000 3375 895 980 1075 1 185 1300 1435 1585 1755 1945 1590 1745 1915 2115 2335 2595 2895 3245 3670 960 1050 1 155 1270 1400 1540 1705 1890 2095 1700 1865 2055 2265 2510 2795 3125 3515 3990 Figure 5-4. Takeoff Distance (Sheet 1 of 2) TAKEOFF DISTANCE 2t00 tBs AND 1900 tBs SHORI FIETD F8Xu) E2 -> il z Fd 15 Et da xr{ =g:-D l-{ io dz trl cn CJr I cto REFERTO SHEET1 FORAPPROPRIATECONDITIONSAND NOTES. WEIGHT LBS TAKEOFF SPEED KIAS PRESS ALT FT ooc 100c 200c 300c 400c GRND ROLL TOTAL TO CLEAF 50 FT OBS GRND ROLL TOTAL TO CLEAR 50 FT OBS GRND ROLL TOTAL TO CLEAR 50 FT OBS GRND ROLL TOTAL TO CLEAR 50 FT OBS GRND ROLL TOTAL TO CLEAR 50 FT OBS LI FT OFF AT 50 FT 2100 1900 50 47 56 54 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 S.L 1000 2000 3000 4000 5000 6000 7000 8000 585 640 700 770 845 930 1025 1 130 1245 470 515 560 615 670 740 810 895 985 1070 1165 1270 1390 1525 1680 1850 2050 2275 865 940 1025 1115 1220 1340 1470 1620 1790 630 690 755 830 910 1000 1 100 1215 1345 505 550 605 660 725 795 875 965 1065 1140 1245 1360 1490 1640 1805 1990 2210 2460 920 1005 1095 1195 1305 1435 1575 1740 1925 680 740 810 890 980 1075 1 185 1310 1450 540 590 645 710 780 855 940 1035 1 145 1220 1330 1455 1595 1755 1935 2140 2380 2655 985 1070 1170 1275 1400 1535 1690 1865 2065 725 795 870 955 1050 1 155 1275 1410 1560 580 635 695 760 835 920 1010 1115 1230 1300 1420 1555 1710 1880 2075 2300 2560 2865 1045 1 140 1245 1365 1495 1640 1810 2000 2220 780 850 935 1025 1 130 1240 1370 1515 1080 620 680 745 815 895 985 1085 1 195 1320 1390 1520 1665 1830 2015 2230 2475 2755 3090 1 115 1215 1330 1455 1595 1755 1940 2145 2385 Figure 5-4. Takeoff Distance (Sheet 2 ot 2) SECTION 5 PERFORMANCE CESSNA MODEL 172N RATEOF CTIMB CONDITIONS: FlapsUp Full Throttle NOTE: Mixtureleanedabove3000 feet for maximumRPM. Figure 5-5. Rate of Climb WEIGHT LBS PRESS ALT FT CLIMB SPEED KIAS RATE OF CLIMB- FPM -200c 00c 200c 400c 2300 S.L 2000 4000 6000 BOOO 10,000 12,000 73 72 71 7Q 69 68 67 875 765 655 545 440 335 230 815 705 600 495 390 285 180 755 650 545 440 335 230 695 590 485 385 280 5- 14 CESSNA MODEL 172N SECTION 5 PERFORMANCE TIME, FUEL,AND DISTANCETO CLIMB tnAxt,vlurvtRATEoF cltl B CONDITIONS: FlapsUp - Full Throttle _ StandardTemperature NOTES: 1. Add 1.1 gallonsof fuel for enginestart,taxi and takeoffallowance. 2. Mixture leanedabove3000 feet for maximum RPM. 3. Increasetime, fuet and distancebV 1O%for each 10oCabovestandardtemperature. 4. Distancesshownare basedon zero wind. WEIGHT LBS PRESSURE ALTITUDE FT TEMP oc CLIMB SPEED KIAS RATEOF CLIMB FPM FROMSEA LEVEL TIME MIN FUELUSED GALLONS DISTANCE NM 2300 S.L. 1000 2000 3000 4000 5000 6000 7000 8000 9000 10,000 11,000 12,000 15 13 11 9 7 5 3 1 -1 -3 -5 -7 -9 73 73 72 72 71 71 70 69 69 68 68 67 67 770 725 675 630 580 535 485 440 390 345 295 250 200 o 1 3 4 6 8 10 12 15 17 21 24 29 0.0 0.3 0.6 0.9 1.2 1.6 1.9 2.3 2.7 3.2 3.7 4.2 4.9 0 2 3 5 8 10 12 15 19 22 27 32 38 Figure 5-6. Time, Fuel, and Distance to Climb 5- 15 SECTION 5 PERFORMANCE CRUISE PERFORMANCE CONDITIONS: 2300 Pounds RecommendedLeanMixture CESSNA MODEL 172N PRESSURE ALTITUDE FT RPM 2OOCBELOW STANDARDTEMP STANDARD TEMPERATURE 2OOCABOVE STANDARDTEMP oL BHP KTAS GPH o/o BHP KTAS GPH oa BHP KTAS GPH 2000 4000 6000 8000 10,ooo 12,000 2500 2400 2300 2200 2100 2550 2500 2400 2300 2200 2100 2600 2500 2400 2300 2200 2100 2650 2600 2500 2400 2300 2200 2650 2600 2500 2400 2300 22AO 2600 2500 2400 2300 2200 72 64 56 50 76 68 60 54 48 72 64 57 51 46 76 68 61 55 49 76 72 65 58 52 47 68 62 56 50 46 111 106 101 95 116 111 105 100 94 116 110 105 99 93 120 115 110 104 98 122 120 114 109 103 97 119 114 108 102 96 8.0 7.1 6.3 5.8 8.5 7.6 6,8 6.1 5.6 8.1 7.2 6.5 5.9 5.5 8.6 7.7 6.9 6.2 5.7 8.5 8.1 7.3 6.5 6.0 5.6 7.7 6.9 6.3 5.8 5.5 75 67 60 53 47 75 71 64 57 51 46 75 67 60 54 49 44 75 71 64 58 52 47 71 68 61 55 50 45 64 58 53 48 44 116 111 105 100 94 118 115 110 105 99 93 12