PILOT'S OPERATING HANDBOOK ~ Cessna 1978 Skyhawk CESSNA MODEL 172N

. . . 1·5 Baggage Space And Entry Dimensions 1·5 Specific Loadings .......... 1-5 Symbols. Abbreviations And Terminology . . 1-6 General Airspeed Terminology And Symbols 1·6 Meteorological Terminology ........ 1-6 Engine Power Terminology . . . . . . . . . 1-7 Airplane Performance And Flight Planning Terminology 1-7 Weight And Balance Terminology . . . . . . . . . . . 1-8 1-1 SECTION 1 GENERAL r 1-2 1---11'-4"---1 PIVOT POINT 36' Figure 1-1. Three View NOTES: CESSNA MODEL 172N 1. Wing span shown with strobe lights installed. 2. Ma::<imum height shown with 00$t) gear depressed, aU tire! and nose strut properly inflated, and flashing beacon msta!1ed. 3. Whee' base 'ength i. 65", 4. Propeller ground clearane& is 11 3/4". 5. Wing area is: 174 square feet. 6. Minimum turning radius (*pivot pomt to outboard wmg tip) f$ 27' 5W'. *PIVOT POINT CESSNA MODEL 172N INTRODUCTION SECTION 1 GENERAL This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: A vco Lycoming. Engine Model Number: 0-320-H2AD. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontaUy- opposed, carburetor equipped, four-cylinder engine with 320 cu. in. displacement_ Horsepower Rating and Engine Speed: 160 rated BHP at 2700 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1C160/DTM7557. Number of Blades: 2. Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches. Propeller Type: Fixed pitch. FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 1-3 SECTION 1 GENERAL CESSNA CESSNA MODEL 172N MODEL 172N SECTION 1 GENERAL Fuel 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. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector val ve in either LEFT or RIGHT position to prevent cross-feeding. OIL Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. NOTE The airplane was delivered from the factory with a corro- sion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first 50 hours or consumption has stabilized. Recommended Viscosity for Temperature Range; MIL-L-6082 Aviation Grade Straight Mineral Oil: SAE 50 above 16"C (60"F). SAE 40 between -l"C (30"F) and 32"C (90"F). SAE 30 between -lS"C (O"F) and 21°C (70"F). SAE 20 below -12"C (10"F). MIL-L-22851 Ashless Dispersant Oil: SAE 40 or SAE 50 above 16°C (SO"F). SAE 40 between -l"C (30°F) and 32°C (90°F). SAE 30 or SAE 40 between -lSoC (OOF) and 21°C (70°F). SAE 30 below -12°C (10°F). Oil Capacity: Sump: 6 Quarts. Total: 7 Quarts (if oil filter installed). 1-4 MAXIMUM CERTIFICATED WEIGHTS Takeoff, Normal Category: 2300 lbs. Utility Category: 2000 lbs. Landing, Normal Category: 23001bs. Utility Category: 2000 lbs. Weight in Baggage Compartment, Normal Category: Baggage Area 1 (or passenger on child's seat) - Station 82 to lOS: 120 lbs. See note below. Baggage Area 2 - Station lOS to 142: 50 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. Weight in Baggage Compartment, Utility Category: In this category. the baggage compartment and rear seat must not be occupied. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Skyhawk: 1393 lba. Skyhawk II: 1419 lbs. Maximum Useful Load: Skyhawk: Skyhawk II: Normal Category 9071ba. 8811ba. CABIN AND ENTRY DIMENSIONS Utility Category 6071bs. 5811bs. Detailed dimensions of the cabin interior and entry door openings are illustrated in Section S. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 13.2 lbs./ sq. ft. Power Loading: 14.4 Ibs./hp. 1-5 SECTION 1 GENERAL CESSNA CESSNA MODEL 172N :MODEL 172N SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Standard Tempera- ture Pressure Altitude SECTION 1 GENERAL It is expressed in either degrees Celsius (formerly Centi- grade) or degrees Fahrenheit. Standard Temperature is 15°C at sea level pressure alti- tude and decreases by 2°C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). KTAS Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. ENGINE POWER TERMINOLOGY V NE BHP RPM Manuevering Speed is the maximum speed at which you may use abrupt control travel. Static Maximum Flap Extended Speed is the highest speed RPM permissible with wing flaps in a prescribed extended position. Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Static RPM. is engine speed attained during a full-throttle engine runup when the airplane is on the ground and stationary. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable. Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configu- ration at the most forward center of gravity. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel QPH NMPG Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. METEOROLOGICAL TERMINOLOGY Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/ or flight configura- tion. OAT Outside Air Temperature is the free air static temperature. g g is acceleration due to gravity. 1-6 SECTION 1 GENERAL CESSNA CESSNA MODEL 172N MODEL 172N WEIGHT AND BALANCE TERMINOLOGY Maximum Landing Weight Reference Datum Station Arm Moment Center of Gravity (C.G.) C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load Gross (Loaded) Weight Maximum Takeoff Weight 1-8 Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Tare Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc- ing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be op'erated at a given weight. Standard Empty Weight is the weight of a standard air- plane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between takeoff weight and the basic empty weight. Gross (Loaded) Weight is the loaded weight of the airplane. Maximum Takeoff Weight is the maximum weight ap- proved for the start of the takeoff run. SECTION 1 GENERAL Maximum Landing Weight is the maximum weight ap- proved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale read- ings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. 1-9/(1-10 blank) CESSNA MODEL 172N SECTION 2 LIMIT ATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits . . . . . Normal Category . . Utility Category Center Of Gravity Limits Normal Category Utility Category Maneuver Limits Normal Category Utility Category Flight Load Factor Limits Normal Category ... Utility Category Kinds Of Operation Limits Fuel Limitations Placards ....... . SECTION 2 LIMITATIONS Page 2-3 2-4 2-5 2-5 2-6 2-6 2-6 2-7 2-7 2-7 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-9 2-10 2-1/ (2-2 blank) CESSNA MODEL 172N SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings. and basic placards necessary for the safe operation of the airplane. its engine, standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration. When applicable, limitations associated with optional systems or equip- ment are included in Section 9. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the 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 sources as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A12 as Cessna Model No. 172N. 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 172N Airspeed limitations and their operational significance are shown in figure 2-1. Maneuvering speeds shown apply to normal category opera- tions. The utility category maneuvering speed is shown on the operational limitations placard. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 158 160 Do not exceed this speed in any operation. VNO Maximum Structural 126 128 Do not exceed this speed Cruising Speed except in smooth air, and then only with caution. VA Maneuvering Speed: 2300 Pounds 96 97 Do not make full or abrupt 1950 Pounds 88 89 control movements above 1600 Pounds 80 80 this speed. VFE Maximum Flap Extended 86 85 Do not exceed this speed Speed with flaps down. Maximum Window Open 158 160 Do not exceed this speed Speed with windows open. Figure 2-1. Airspeed Limitations 2-4 CESSNA MODEL 172N SECTION 2 LIMITATIONS AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 41 - 85 Full Flap Operating Range. Lower limit is maximum weight VSo in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 47 - 128 Normal Operating Range. Lower limit is maximum weight Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc 128-160 Operations must be ~onducted with caution and only in smooth air. Red Line 160 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Avco Lycoming. Engine Model Number: 0-320-H2AD. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 160 BHP. Maximum Engine Speed: 2700 RPM. NOTE The static RPM range at full throttle (carburetor heat off and full rich mixture) is 2280 to 2400 RPM. Maximum Oil Temperature: 118°C (245°F). Oil Pressure, Minimum: 25 psi. Maximum: 100 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: lC160/DTM7557. Propeller Diameter, Maximum: 75 inches. Minimum: 74 inches. 2-5 SECTION 2 LIMIT ATIONS CESSNA CESSNA MODEL 172N MODEL 172N SECTION 2 LIMIT ATIONS POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. RED LINE GREEN ARC YELLOW ARC INSTRUMENT MINIMUM NORMAL CAUTION LIMIT OPERATING RANGE Tachometer - - - 2200 - - - - 2700 RPM Oil Temperature - - - 100°-245°F - - - Oil Pressure 25 psi 60-90 psi - - - Carburetor Air - - - - - - -15° to 5°C Temperature Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS NORMAL CATEGORY Maximum Takeoff Weight: 2300 Ibs. Maximum Landing Weight: 23001bs. Maximum Weight in Baggage Compartment: RED LINE MAXIMUM LIMIT 2700 RPM 245°F 100 psi - - - Baggage Area 1 (or passenger on child's seat) - Station 82 to 108: 120 Ibs. See note below. 2-6 Baggage Area 2 - Station 108 to 142: 50 Ibs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 Ibs. UTILITY CATEGORY Maximum Takeoff Weight: 2000 Ibs. Maximum Landing Weight: 20001bs. Maxilllum Weight in Baggage Compartment: In the utility category, the baggage compartment and rear seat must be not occupied. CENTER OF GRAVITY LI MITS NORMAL CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 Ibs. or less, with straight line variation to 38.5 inches aft of datum at 2300 Ibs. Aft: 47.3 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. UTILITY CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 Ibs. or less, with straight line variation to 35.5 inches aft of datum at 2000 Ibs. Aft: 40.5 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. Aerobatic maneuvers, including spins, are not approved. UTILITY CATEGORY This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. 2-7 SECTION 2 LIMITATIONS CESSNA. CESSNA MODEL 172N MODEL 172N SECTION 2 LIMITATIONS In the utility category, the baggage compartment and rear seat must not be occupied. No aerobatic maneuvers are approved except those listed below: MANEUVER RECOMMENDED ENTRY SPEED* Chandelles . Lazy Eights Steep Turns Spins Stalls (Except Whip Stalls) 105 knots 105 knots 95 knots Slow Deceleration Slow Deceleration * Abrupt use of the controls is prohibited above 97 knots. Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. Intentional spins with flaps extended are prohibited. FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY Flight Load Factors (Gross Weight - 2300 lbs.): *Flaps Up . . . +3.8g, -1.52g *Flaps Down . . . . . . . . . . . . . . . . . +3.0g KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/ or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refer- ence to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited. FUEL LIMITATIONS 2 Standard Tanks: 21.5 U. S. gallons each. Total Fuel: 43 U . S. gallons. Usable Fuel (all flight conditions): 40 U. S. gallons. Unusable Fuel: 3 U.S. gallons. 2 Long Range Tanks: 27 U . S. gallons each. Total Fuel: 54 U . S. gallons. Usable Fuel (all flight conditions): 50 U.S. gallons. Unusable Fuel: 4 U. S. gallons. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIG HT position to prevent cross-feeding. NOTE Takeoff and land with the fuel selector valve handle in the BOTH position. Approved Fuel Grades (and Colors): *The design load factors are 150% of the above, and in all cases, the 100LL Grade Aviation Fuel (Blue). structure meets or exceeds design loads. 100 (Formerly 100/130) Grade Aviation Fuel (Green). UTILITY CATEGORY Flight Load Factors (Gross Weight - 20001bs.): 2-8 *Flaps Up . . . +4.4g, -1.76g *Flaps Down . . . . . . . . . . . . . . . . . +3.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. 2-9 SECTION 2 LIMIT A TIONS CESSNA CESSNA MODEL 1721'1 MODEL 172N SECTION 2 LIMITATIONS PLACARDS 2. Forward of fuel selector valve: The following information is displayed in the form of composite at individual placards. [ __ ---------------------- ___ --' BOTH TANKS ON FOR 1. In full view of the pilot: (The "DA Y-NIGHT-VFR-IFR" entry, TAKEOFF & LANDING shown on the example below, will vary as the airplane is equipped.) This airplane must be operated in compliance with the operating limitations as stated in the form of placards, markings, and manuals. --------MAXIMUMS-------- Normal Category MANEUVERING SPEED (lAS) 97 knots . GROSS WEIGHT ...... 2300 lbs. . Utility Category 97 knots 2000 lbs. FLIGHT LOAD FACTOR Flaps Up +3.8, -1.52 Flaps Down +3.0... +4.4, -1.76 +3.0 Normal Category - No Acrobatic maneuvers including spins approved. Utility Category - Baggage compartment and rear seat must not be occupied. --NO ACROBATIC MANEUVERS APPROVED-- EXCEPT THOSE LISTED BELOW Maneuver ChandelIes Lazy Eights Steep Turns Recm. Entry Speed · . . . 105 knots · . . . 105 knots · . " 95 knots Maneuver Recm. Entry Speed i3pins . . . Slow Deceleration Stalls (except whip stalls) Slow Deceleration Altitude loss in stall recovery -- 180 feet. Abrupt use of the controls prohibited above 97 knots. Spin Recovery: opposite rudder - forward elevator neutralize controls. Intentional spins with flaps extended are prOhibited. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY - NIGHT - VFR - IFR 2-10 3. On the fuel selector valve (standard tanks): BOTH - 40 GAL. ALL FLIGHT ATTITUDES LEFT - 20 GAL. LEVEL FLIGHT ONLY RIGHT - 20 GAL. LEVEL FLIGHT ONLY OFF On the fuel selector valve (long range tanks): BOTH - 50 GAL. ALL FLIGHT ATTITUDES LEFT - 25 GAL. LEVEL FLIGHT ONLY RIGHT - 25 GAL. LEVEL FLIGHT ONLY OFF 4. Near fuel tank filler cap (standard tanks): FUEL 100LL/100 MIN. GRADE AVIATION GASOLINE CAP. 21.5 U.S. GAL. Near fuel tank filler cap (long range tanks): FUEL 100LL/l00 MIN. GRADE AVIATION GASOLINE CAP. 27 U.S. GAL. 2-11 SECTION 2 LIMITATIONS CESSN~ gSSNA MODEL 172} ~ODEL 172N SECTION 3 EMERGENCY PROCEDURES 5. Near flap indicator: SECTION 3 L..- ___ AV_O_ID_SL_IP_S_WI_TH_F_LA_P_S E_X_TE_ND_E_D ___ ~ EM ERG EN CY PRO CED URES 2-12 6. In baggage compartment: 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 120 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA TABLE OF CONTENTS Introduction . . . . . . . . . . . . . . . . . . . Airspeeds For Emergency Operation ...... . OPERATIONAL CHECKLISTS Engine Failures ............. . Engine Failure During Takeoff Run Engine Failure Immediately After Takeoff Engine Failure During Flight ..... . Forced Landings . . . . . . . . . . . . . . Emergency Landing Without Engine Power Precautionary Landing With Engine Power Ditching ....... . Fires .......... . During Start On Ground Engine Fire In Flight .. Electrical Fire In Flight Cabin Fire ...... . Wing Fire ...... . ICing .......... . Inadvertent Icing Encounter ........... . Static Source Blockage (Erroneous Instrument Reading Suspected) ............. . Landing With A Flat Main Tire . . . . . . . Electrical Power Supply System Malfunctions Over-Voltage Light Illuminates ..... Ammeter Shows Discharge . . . . . . . AMPLIFIED PROCEDURES Engine Failure ....... . Forced Landings . . . . . . . . Landing Without Elevator Control Fires ............ . Page . 3-3 . 3-3 3-3 3-3 3-4 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-6 3-6 3-6 3-7 3-7 3-7 3-8 3-8 3-8 3-8 3-9 3-11 3-12 3-12 3-12 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) CESSN, CESSNA MODEL 172) MODEL 172N INTRODUCTION Pag SECTION 3 EMERGENCY PROCEDURES Emergency Operation In Clouds (Vacuum System Failure) Executing A 180 0 Turn In Clouds ......... . Emergency Descent Through Clouds 3-1 3-1 3-t 3-1 3-1 3-1 3-1 3-1, 3-11 3-11 Section 3 provides checklist and amplified procedures for coping with e:mergencies that may occur. Emergencies caused by airplane or engine :malfunctions are extremely rare if proper preflight. inspection~ ~nd :maintenance are practiced. Enroute weather emergencles can be mmlm- ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency. proce~ures associated with ELT and other optional systems can be found m SectlOn 9. Recovery From A Spiral Dive Flight In Icing Conditions ..... . Static Source Blocked ..... . Spins ................ . Rough Engine Operation Or Loss Of Power Carburetor Icing . . Spark Plug Fouling ........ . Magneto Malfunction . . . . . . . . . Low Oil Pressure . . . . . . . . . . . . Electrical Power Supply System Malfunctions Excessive Rate Of Charge ...... . Insufficient Rate Of Charge . . . . . . . 3-2 3-11 3-1 1 3-1: AIRSPEEDS FOR EMERGENCY OPERATION 3-1' 3-1' Engine Failure After Takeoff: Wing Flaps Up . . Wing Flaps Down Maneuvering Speed: 2300 Lbs .. 1950 Lbs .. 1600 Lbs .... Maximum Glide: 2300 Lbs .... Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up . . Wing Flaps Down .... OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. 65 KIAS 60 KIAS 97 KIAS 89 KIAS 80 KIAS 65 KIAS 60 KIAS 65 KIAS 60 KIAS 3-3 SECTION 3 EMERGENCY PROCEDURES CESSNJ ESSNA MODEL 172~ ~ODEL 172N SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 65 KIAS (flaps UP). 60 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED. 6. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT 1. Airspeed -- 65 KIAS. 2. Carburetor Heat -- ON. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- RICH. 5. Ignition Switch -- BOTH (or START if propeller is stopped). 6. Primer -- IN and LOCKED. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 65 KIAS (flaps UP). 60 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED (40° recommended). 6. Master Switch -- OFF. 7. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Wing Flaps -- 20°. 2. Airspeed -- 60 KIAS. 3. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Avionics Power Switch and Electrical Switches -- OFF. 5. Wing Flaps -- 40° (on final approach). 6. Airspeed -- 60 KIAS. 7. Master Switch -- OFF. 8. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 3-4 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Ignition Switch -- OFF. 1~. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3. Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. 4. Wing Flaps -- 20° - 40°. 5. Power -- ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS. NOTE If no power is available. approach at65 KIAS with flaps up or at 60 KIAS with 10° fJ 1.ps. 6. Cabin Doors -- UNLATCH. 7. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT. 8. Face -- CUSHION at touchdown with folded coat. 9. Airplane -- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. 10. Life Vests and Raft -- INFLATE. FIRES DURING START ON UROUND 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 st'.Lrt: 4. Throttle -- FULL OPEN. 5. Mixture -- IDLE CUT-OFF. 3-5 SECTION 3 CESSN, CESSNA MODEL 1721 MODEL 172N SECTION 3 EMERGENCY PROCEDURES EMERGENCY PROCEDURES 6. 7. 8. 9. 10. Cranking -- CONTINUE. Fire Extinguisher -- OBTAIN (have ground attendants obtain ifne installed). Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- OFF. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dir Fire Damage -- INSPECT, repair damage or replace damage components or wiring before conducting another flight. 11. 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 -- ACTIVATE (if available). I WARNING I ENGINE FIRE IN FLIGHT 1. 2. 3. 4. 5. 6. Mixture -- IDLE CUT-OFF. Fuel Selector Valve -- OFF. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except overhead vents). Airspeed -- 100 KIAS (If fire is not extinguished, increase glidi WING speed to find an airspeed which will provide an incombustiblr mixture). 1. Forced Landing -- EXECUTE (as described in Emergency Landini 2. Without Engine Power). 3. After discharging an extinguisher within a closed cabin, ventilate the cabin. Land the airplane as soon as possible to inspect for damage. FIRE Navigation Light Switch -- OFF. Pitot Heat Switch (if installed) -- OFF. Strobe Light Switch (if installed) -- OFF. ELECTRICAL FIRE IN FLIGHT NOTE 1. Master Switch -- OFF. 2. Avionics Power Switch -- OFF. 3. All Other Switches (except ignition switch) -- OFF. 4. Vents/Cabin Air/Heat -- CLOSED. 5. Fire Extinguisher -- ACTIVATE (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 0 flight: 3-6 6. Master Switch -- ON. 7. Circuit Breakers -- CHECK for faulty circuit, do not reset. 8. Radio Switches -- OFF. 9. Avionics Power Switch -- ON. 10. Radio/Electrical Switches -- ON one at a time, with delay afteJ each until short circuit is localized. 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 INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON (if installed). 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to iCing. 3. Pull cabin heat control full out and open defroster outlet to obtain maximum windshield defroster airflow. Adjust cabin air control to get maximum defroster heat and airflow. 4. Open the throttle to increase engine speed and minimize ice build- up on propeller blades. 5. Watch for signs of carburetor air filter ice and apply carburetor 3-7 SECTION 3 CESSNA. EMERGENCY PROCEDURES MODEL 172N heat as required. An unexplained loss in engine speed couid be caused by carburetor ice or air intake filter ice. Lean the mixture for maximum RPM, if carburetor heat is used continuously. 6. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. 7. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed. 8. Leave wing' flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effective- ness. 9. Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. 10. Perform a landing approach using a forward slip, if necessary, for improved visibility. 11. Approach at 65 to 75 KIAS depending upon the amount of the accumulation. 12. Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Alternate Static Source Valve -- PULL ON. 2. Airspeed -- Consult appropriate calibration tables in Section 5. LANDING WITH A FLAT MAIN TIRE 1. Approach -- NORMAL. 2. Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as long as possible. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES 1. Avionics Power Switch -- OFF. 2. Master Switch -- OFF (both sides). 3. Master Switch -- ON. 4. Over-Voltage Light -- OFF. 5. Avionics Power Switch -- ON. If over-voltage light illuminates again: 6. Flight -- TERMINATE as soon as possible. CESSNA MODEL 172N AMMETER SHOWS DISCHARGE 1. Alternator -- OFF. SECTION 3 EMERGENCY PROCEDURES 2. Nonessential Radio/Electrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. 3-8 3-9/(3-10 blank) CESSNA MODEL 172N SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure ocours during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180 0 gliding turn necessary to return to the runway. The checklist procedures asSUme that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12,000 I- 10,000 u. z <: 8000 a:: a:: LU I- LU 6000 :> 0 ttl « 4000 I- J: ~ w 2000 J: 0 * SPEED 65 KIAS J---~~+--+--+-I * PROPelLER WINDMILLING * FLAPS UP * ZERO WiND 0 2 4 6 8 10 12 14 16 18 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 20 3-11j SECTION 3 EMERGENCY PROCEDURES CESSNA CESSNA MODEL 172N rdODEL 172N SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS . I~ all attempts t? resta:rt the engine fail and a forced landing is lmmment, select a sUltable fIeld and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Before attempting an "off airport" landing with engine power availa. ble, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as dis. cussed under the Precautionary Landing With Engine Power checklist. . Prepare for ditching by securing or jettisoning heavy objects located m the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions. Avoid a landing flare because of difficulty in judging height over a water surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight (with an airspeed of approximately 60KIAS and flaps set to 20°) by using throttle and elevator trim controls. Then do not change the elevator trim control setting; control the glide angle by adjusting power eXClusively. At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequent· ly, 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 burning insulation. The checklist for this problem should result in elimination of the fire. 3-12 EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight. the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the tum coordinator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator is operative. and that the pilot is not completely proficient in instrument flying. EXECUTING A 180 0 TURN IN CLOUDS Upon inadvertently entering the clouds. an immediate plan should be made to turn back as follows: 1. Note the compass heading. 2. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 3. When the sweep second hand indicates the nearest half-minute. initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary. adjust heading primarily with. skidding motions rather than rolling motions so that the compass will read more accurately. 6. Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 0 tum, a descent through a cloud deck to VFR conditions may be appropriate. If POssible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder Control by monitoring the turn coordinator. OccaSionally check the COmpass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down Condition as follows: 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNJ1 CESSNA MODEL 172~ lVIODEL 172N SECTION 3 EMERGENCY PROCEDURES 1. 2. 3. 4. Apply full rich mixture. Use full carburetor heat. Reduce power to set up a 500 to 800 ft/min rate of descent. Adjust the elevator trim and rudder trim (if installed) for i stabilized descent at 70-80 KIAS. Keep hands off the control wheel. NOTE In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the g~ass in the face of the rate-of-climb indicator. 5. 6. 7. Monitor turn coordinator and make corrections by rudder alone. Check trend of compass card movement and make cautioul With the alternate static source on, adjust indicated airspeed slightly corrections with rudder to stop the turn. during climb or approach according to the alternate static source airspeed 8. Upon breaking out of clouds, resume normal cruising flight. calibration table in Section 5, appropriate to vent/window(s) configura- RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: tion, causing the airplane to be flown at the normal operating speeds. Maxim um airspeed and altimeter variation from normal is 4 knots and 30 feet over the normal operating range with the window(s) closed. With 1. 2. window(s) open, larger variations occur near stall speed. However, Close the throttle. maximum altimeter variation remains within 50 feet of normal. Stop the turn by using coordinated aileron and rudder control t( align the symbolic airplane in the turn coordinator with thE horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce thE 5 PI N S airspeed to 80 KIAS. 4. 5. Adjust the elevator trim control to maintain an 80 KIAS glide. Should an inadvertent spin occur, the following recovery procedure Keep hands off the control wheel, using rudder control to hold a should be used: 6. 7. 8. straight heading. Adjust rudder trim (if installed) to relieve unbalanced rudder force. Apply carburetor heat. Clear engine occasionally, but avoid using enough power tc disturb the trimmed glide. Upon breaking out of clouds, resume normal cruising flight. FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures The best procedure, of course, is to turn back or change altitude to escape iCing conditions. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed altimeter and rate-of-climb) are suspected, the alternate static sourCt valve should be pulled on, thereby supplying static pressure to thest instruments from the cabin. 3-14 1. 2. 3. 4. 5. 6. RETARD THROTTLE TO IDLE POSITION. PLACE AILERONS IN NEUTRAL POSITION. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov- ery. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. For additional information on spins and spin recovery, see the discus- sion under SPINS in Normal Procedures (Section 4). 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172N ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation. SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother oneration. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precau- tionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil tempera- ture, there is good reason to suspect an "ngine failure is imminent. Reduce 3-16 CESSNA rJIODEL 172N SECTION 3 EMERGENCY PROCEDURES engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator is causing the overcharging. To preclude these possibilites, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illumi- nate if the charge voltage reaches approximately 31.5 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn the avionics power switch off, then 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. The avionics power switch should then be turned on. 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 the landing lights and flaps during landing. INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight, the 3-17 SECTION 3 EMERGENCY PROCEDURES CESSNA CESSNA MODEL 172.N MODEL 172N SECTION 4 NORMAL PROCEDURES alternator is not supplying power to the system and should be shut dowlJ since the alternator field circuit may be placing an unnecessary load on thE system. All nonessential equipment should be turned off and the flighl terminated as soon as practical. 3-18 SECTION 4 NORMAL PROCEDURES TABLE 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 Starting Engine Taxiing .... AMPLIFIED PROCEDURES Page 4-3 • 4-3 4-5 4-5 4-5 4-5 4-5 4-5 4-6 4-6 4-6 4-6 4-7 4-7 4-7 4-7 4-8 4-8 4-8 4-8 4-8 4-9 4-9 4-9 4-9 4-9 4-9 4-11 4-11 4-1 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS (Continued) Before Takeoff . . . Warm-Up Magneto Check Alternator Check Takeoff ..... . Power Check . . Wing Flap Settings Short Field Takeoff Crosswind Takeoff Enroute Climb Cruise Stalls . . . . . . . Spins ...... . Landing ..... . Normal Landing . Short Field Landing Crosswind Landing . Balked Landing Cold Weather Operation Starting ..... Flight Operations Hot Weather Operation Noise Abatement 4-2 CESSN.A MODEL 172N Page 4-13 4-13 4-13 4-13 4-13 4-13 4-14 4-14 4-15 4-15 4-15 4-17 4-17 4-19 4-19 4-19 4-20 4-20 4-20 4-20 4-22 4-23 4-23 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 2300 pounds and may be used for any lesser weight. However, to achieve the performance speCified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used. Takeoff, Flaps Up: Normal Climb Out . . . . . . . . . . . . . Short Field Takeoff. Flaps Up, Speed at 50 Feet Enroute Climb, Flaps Up: Normal, Sea Level . . . . . . Normal, 10,000 Feet . . . . . . Best Rate of Climb, Sea Level . Best Rate of Climb, 10,000 Feet Best Angle of Climb, Sea Level Best Angle of Climb, 10,000 Feet Landing Approach: Normal Approach, Flaps Up Normal Approach, Flaps 40° Short Field Approach, Flaps 40° Balked Landing: Maximum Power, Flaps 20° . . . . . . Maximum Recommended Turbulent Air Penetration Speed: 2300 Lbs ............... . 1950 Lbs ............... . 1600 Lbs ............... . Maximum Demonstrated Crosswind Velocity: Takeoff or Landing .......... . 70-80 KIAS . 59 KIAS 75-85 KIAS 70-80 KIAS 73 KIAS 68 KIAS 59 KIAS 61 KIAS 60-70 KIAS 55-65 KIAS 60 KIAS 55 KIAS 97 KIAS 89 KIAS 80 KIAS 15 KNOTS 4-3 SECTION 4 CESSNA. NORMAL PROCEDURES MODEL 172N 4-4 NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot he.ater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection CESSNA r,JODEL 172N SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION CDCABIN 1. Control Wheel Lock -- REMOVE. 2. Ignition Switch -- OFF. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Fuel Quantity Indicators -- CHECK QUANTITY. 6. Master Switch -- OFF. 7. Baggage Door -- CHECK, lock with key if child's seat is to be occupied. ®EMPENNAGE Rudder Gust Lock -- REMOVE. Tail Tie-Down -- DISCONNECT. 1. 2. 3. Control Surfaces -- CHECK freedom of movement and security. ® RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. @) RIGHT WING 1. Wing Tie-Down -- DISCONNECT. 2. Main Wheel Tire -- CHECK for proper inflation. 3. Before first flight of the day and after each refueling, use samJ?ler cup and drain small quantity of fuel from fuel tank sump qUIck- drain valve to check for water, sediment, and proper fuel grade. 4. Fuel Quantity -- CHECK VISUALLY for desired level. 5. Fuel Filler Cap -- SECURE. ®NOSE 1: Engine Oil Level -- CHECK, do not operate with less than four quarts. Fill to six quarts for extended flight. 2. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel selector valve drain plug will be necessary. 4-5 SECTION 4 CESSNA MODEL 172N NORMAL PROCEDURES 3. Prop~ller ~nd Spinner -- CHECK for nicks and security. 4. Landmg LIght(s) -- CHECK for condition and cleanliness. 5. Car~uretor 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. S. Static Source Opening (left side of fuselage) -- CHECK for stop- page. @LEFTWING 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- dram valve. to check for water, sediment and proper fuel grade. 3. Fuel Quantlty -- CHECK VISUALLY for desired level. 4. Fuel Filler Cap -- SECURE. 0LEFT WING Leading Edge 1. Pitot Tube Cover -- REMOVE and check opening for stoppage. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 3. Stall Warning Opening -- CHECK for stoppage. To check the system, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn will confirm system operation. 4. Wing Tie-Down -- DISCONNECT. ® LEFT WING Trailing Edge 1. Aileron CHECK for freedom of movement and security. BEFORE STARTING ENGINE 4-6 1. Preflight Inspection -- COMPLETE. 2. Seats, Belts. Shoulder Harnesses -- ADJUST and LOCK. 3. Fuel Selector Valve -- BOTH. 4. Avionics Power Switch. Autopilot (if installed), Electrical Equip- ment -- OFF. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics. 5. Brakes -- TEST and SET. 6. Circuit Breakers -- CHECK IN. cESSNA l\10DEL 172N SECTION 4 NORMAL PROCEDURES STARTING ENGINE 1. Mixture -- RICH. 2. Carburetor Heat -- COLD. 3. Master Switch -- ON. 4. Prime -- AS REQUIRED (2 to 6 strokes; none if engine is warm). 5. Throttle -- OPEN 1/8 INCH. 6. Propeller Area -- CLEAR. 7. Ignition Switch -- START (release when engine starts). 8. Oil Pressure -- CHECK. BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Cabin Doors and Window(s) -- CLOSED and LOCKED. 3. Flight Controls -- FREE and CORRECT. 4. Flight Instruments -- SET. 5. Fuel Selector Valve -- BOTH. 6. Mixture -- RICH (below 3000 feet). 7. Elevator Trim and Rudder Trim (if installed) -- TAKEOFF. 8. Throttle -- 1700 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). b. Carburetor Heat -- CHECK (for RPM drop). c. Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK. 9. Avionics Power Switch -- ON. 10. Radios -- SET. 11. Autopilot (if installed) -- OFF. 12. Air Conditioner (if installed) -- OFF. 13. Flashing Beacon, Navigation Lights andl or Strobe Lights -- ON as required. 14. Throttle Friction Lock -- ADJUST. 15. Brakes -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD. 3. Throttle FULL OPEN. 4. Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS). 5. Climb Speed -- 70-80 KIAS. 4-7 SECTION 4 NORMAL PROCEDURES CESSNA. CESSNA MODEL 172N rJIODEL 172N SECTION 4 NORMAL PROCEDURES SHORT FIELD TAKEOFF 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 all obstacles are cleared). ENROUTE CLIMB 1. Airspeed -- 70-85 KIAS. NOTE If a maximum performance climb is necessary, use speeds shown in the Rate Of Climb chart in Section 5. 2. Throttle -- FULL OPEN. 3. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). CRUISE 1. Power -- 2200-2700 RPM (no more than 75% is recommended). 2. Elevator and Rudder Trim (if installed) -- ADJUST. 3. Mixture -- LEAN. DESCENT 1. Mixture -- ADJUST for smooth operation (full rich for idle power). 2. Power -- AS DESIRED. 3. Carburetor Heat -- AS REQUIRED (to prevent carburetor icing). BEFORE LANDING 1. Seats, Belts, Harnesses -- SECURE. 2. Fuel Selector Valve -- BOTH. 3. Mixture -- RICH. 4. Carburetor Heat -- ON (apply full heat before closing throttle). 5. Autopilot (if installed) -- OFF. 6. Air Conditioner (if installed) -- OFF. 4-8 LANDING NORMAL LANDING 1. Airspeed -- 60-70 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (below 85 KIAS). 3. Airspeed -- 55-65 KIAS (flaps DOWN). 4. Touchdown -- MAIN WHEELS FIRST. 5. Landing Roll-- LOWER NOSE WHEEL GENTLY. 6. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 60-70 KIAS (flaps UP). 2. Wing Flaps -- FULL DOWN (40°). 3. Airspeed -- 60 KIAS (until flare). 4. Power -- REDUCE to idle after clearing obstacle. 5. Touchdown -- MAIN WHEELS FIRST. 6. Brakes -- APPLY HEAVILY. 7. Wing Flaps -- RETRACT. BALKED LANDING 1. Throttle -- FULL OPEN. 2. Carburetor Heat -- COLD. 3. Wing Flaps -- 20° (immediately). 4. Climb Speed -- 55 KIAS. 5. Wing Flaps -- 10° (until obstacles are cleared). RETRACT (after reaching a safe altitude and 60 KIAS). AFTER LANDING 1. Wing Flaps -- UP. 2. Carburetor Heat -- COLD. SECURING AIRPLANE 1. Parking Brake -- SET. 2. Avionics Power Switch, Electrical Equipment, Autopilot (if installed) -- OFF. 3. Mixture -- IDLE CUT-OFF (pulled full out). 4. Ignition Switch -- OFF. 5. Master Switch -- OFF. 6. Control Lock -- INSTALL. 4-9/4-10 (blank) G~SSNA lViODEL 172N SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES STARTING ENGINE During engine starting, open the throttle approximately 1/8 inch. In warm temperatures, one or two strokes of the primer should be sufficient. In cold weather, up to six strokes of the primer may be necessary. If the engine is warm, no priming will be required. In extremely cold tempera- tures, it may be necessary to continue priming while cranking the engine. Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the starting proce- dure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERA- TION paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure 4- 2) to maintain directional control and balance. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary. When the knob is Pulled out to the heat position, air entering the engine is not filtered. 4-11 SECTION 4 NORMAL PROCEDURES CODE WIND DmECTION • CESSNA. MODEL 172N NOTE strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 4-2. Taxiing Diagram 4-12 e;!ESSNA N10DEL 172N SECTION 4 NORMAL PROCEDURES Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKEOFF WARM-UP If the engine accelerates smoothly, the airplane is ready for takeoff. Since the engine is closely cowled for efficient in-flight engine cooling, precautions should be taken to avoid overheating during prolonged engine operation on the ground. Also, long periods of idling may cause fouled spark plugs. MAGNETO CHECK The magneto check should be made at 1700 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L position, note RPM and return the switch to the BOTH posi tion. RPM drop should not exceed 125 RPM on either magneto or show greater than 50 RPM differen- tial between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system mo- mentarily (3 to 5 seconds) with the landing light or by operating the wing flaps during the engine run up (1700 RPM). The ammeter will remain within a needle width of its initial reading if the alternator and voltage regulator are operating properly. TAKEOFF POWER CHECK It is important to check full-throttle engine operation early in the 4-13 SECTION 4 NORMAL PROCEDURES CESSNA. MODEL 172:N takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. If this occurs, you are justified in making a thorough full-throttle static runup before another takeoff is attempted. The engine should run smoothly and turn approxi- mately 2280 to 2400 RPM with carburetor heat off and mixture full rich. NOTE Carburetor heat should not be used during takeoff unless it is absolutely necessary for obtaining smooth engine accel- eration. Full-throttle run ups over loose gravel are especially harmful to propeller 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 blade s, they should be immediately corrected as described in Section 8 under Propeller Care. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. After full throttle is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal and short field takeoffs are performed with flaps up. Flap settings greater than 10° are not approved for takeoff. Use of 10° flaps is reserved for takeoff from soft or rough fields. Use of 10° flaps allows safe use of approximately 5 KIAS lower takeoff speeds than with flaps up. The lower speeds result in shortening takeoff distances up to approximately 10%. However, this advantage is lost if flaps up s~eeds are used, or in high altitude takeoffs at maximum weight where chmb.performance would be marginal with 10° flaps. Therefore, use of 10° flaps IS not recommended for takeoff over an obstacle at high altitude in hot weather. SHORT FIELD TAKEOFF Van obstruction dictates the use of a steep climb angle, after liftoff ~~ce erate to and climb ou.t at an obstacle clearance speed of 59 KIAS with ps retracted. This speed provides the best overall climb speed to clear 4-14 OESSNA l\10DEL 172N SECTION 4 NORMAL PROCEDURES bstacles when taking into account the turbulence often found near ground ~evel. The takeoff performance data provided in Section 5 is based on the flaps up configuration. If 10° of flaps are used on soft or rough fields with obstacles ahead, it is normally preferable to leave them extended rather than retract them in the climb to the obstacle. With 10° flaps, use an obstacle clearance speed of 55 KIAS. As soon as the obstacle is cleared, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb-out speed. CROSSWIND TAKEOFF Takeoffs in to strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. The airplane is accelerated to a sp.eed slightly higher than normal, then pulled off abruptly to prevent pOSSIble settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate-of-climb speeds for the best combination of performance, visibility and engine cooling. The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM. For maximum rate of climb, use the best rate-of-climb speeds shown in the Rate-of-Climb chart in Section 5. If an obstruction dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and maximum power. Climbs at speeds lower than the best rate-of-climb speed should be of short duration to improve engine cooling. CRUISE Normal cruising is performed between 55% and 75% power. The engine RPM and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has stabil- 4-15 SECTION 4 CESSNA. NORMAL PROCEDURES MODEL 172N ized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service follow- ing cylinder replacement or top overhaul of one or more cylinders. The Cruise Performance Table, figure 4-3, illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings 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 75% power, the mixture should not be leaned more than is required to provide peak RPM. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the original RPM (with heat off), use the minimum amount of heat (by trial and ) error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG Sea Level 114 13.5 107 14.8 100 16.1 4000 Feet 118 14.0 111 15.3 103 16.6 8000 Feet 122 14.5 115 15.8 106 17.1 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table 4-16 CESSNA MODEL 172N SECTION 4 NORMAL PROCEDURES The use of full carburetor heat is recommended during flight in heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion or carburetor ice. The mixture setting Should be readjusted for smoothest operation. Power changes should be made cautiously, followed by prompt adjustment of the mixture for smoothest operation. STALLS The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Power-off stall speeds at maximum weight for both forward and aft e.G. positions are presented in Section 5. SPINS Intentional spins are approved in this airplane within certain restrict- ed loadings. Spins with baggage loadings or occupied rear seat(s) are not approved. However, before attempting to perform spins several items should be carefully considered to assure a safe flight. No spins should be attempted without first having received dual instruction both in spin entries and spin recoveries from a qualified instructor who is familiar with the spin characteristics of the Cessna 172N. The cabin should be clean and all loose equipment (including the microphone and rear seat belts) should be stowed or secured. For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should also be secured. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions. However. care shOUld be taken to ensure that the pilot can eaSily reach the flight controls and produce maximum control travels. It is recommended that. where feasible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above grOund level. At least 1000 feet of altitude loss should be allowed for a 1- turn spin and recovery, while a 6-turn spin and recovery may require Somewhat more than twice that amount. For example. the recommended entry altitude for a 6-turn spin would be 6000 feet above ground level. In any case, entries should be planned RO that recoveries are completed well abOve the minimum 1500 feet above ground level required by FAR 91.71. 4-17 SECTION 4 CESSNA MODEL 172l\l NORMAL PROCEDURES Another :--eason ~or u.sing high altitudes for practicing spins is that a gr~ater ~leld of VIew IS provided which will assist in maintaining pilot I orIentatIOn. The normal entry is made from a power-off stall. As the stall is approached, the elevator control should be smoothly pulled to the full aft position. Just prior to reaching the stall "break", rudder control in the desired direction of the spin rotation should be applied so that full rudder deflection is reached almost simulta,neously with reaching full aft eleva- tor. A slightly greater rate of deceleration than for normal stall entries application 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 relaxation of either of these controls could result in the development of a nose-down ) spiral. For the purpose of training in spins and spin recoveries, a 1 or 2 turn spi~ is ade~uate and should be used. Up to2turns, the spin will progress to a fMrly raP.ld rate of rotation and a steep attitude. Application of recovery controls WIll produce prompt recoveries (within 1/4 turn). During ex- tend.ed spins ?f two to three turns or more, the spin will tend to change into a spiral, partlCularly to the right. This will be accompanied by an increase in airspeed and gravity loads on the airplane. If this occurs, recovery should be accomplished quickly by leveling the wings and recovering from the resulting dive. Regardless of how many turns the spin is held or how it is entered, the following recovery technique should be used: 4-18 1. VERIFY THAT THROTTLE IS IN IDLE POSITION AND AILER- ONS ARE NEUTRAL. 2. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 3. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. 4. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. 5. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. .CESSNA .jODEL 172N SECTION 4 NORMAL PROCEDURES Variations in basic airplane rigging or in weight and balance due to installed equipment or right seat occupancy can cause differences in behavior, particularly in extended spins. These differences are no~al ~nd will result in variations in the spin characteristics and in the spIra~mg tendencies for spins of more than 2 turns. However, the recovery techmque 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 structure. LANDING NORMAL LANDING Normal landing approaches can be made with power-on or power-off with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Steep slips should be avoided with flap settings great~r than 2?O d~e to a slight tendency for the elevator to oscillate under certam combmatIOns of airspeed, sideslip angle, and center of gravity loadings. NOTE Carburetor heat should be applied prior to any significant reduction or closing of the throttle. Actual touchdown should be made with power-off and on the main wheels first to reduce the landing speed and subsequent need for braking the landing roll. The nose wheel is lowered to the runway gently .after the speed has diminished to avoid unnecessary nose gear loads. ThIS proce- dure is especially important in rough or soft field landings. SHORT FIELD LANDING For a short field landing in smooth air conditions, make an approach 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 approach 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. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiv~ness, retract the flaps, hold the control wheel full back, and apply maXImum brake pressure without sliding the tires. 4-19 SECTION 4 CESSNA. NORMAL PROCEDURES MODEL 172l\r CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. If flap settings greater than 20° are used in sideslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds. However, this does not affect control of the airplane. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. The maximum allowable crosswind velocity is dependent upon pilot capability as well as aircraft limitations. With average pilot technique, direct crosswinds of 15 knots can be handled with safety. BALKED LANDING In a balked landing (go-around) climb, reduce the flap setting to 20° immediately after full power is applied. If obstacles must be cleared during the go-around climb, reduce the wing flap setting to 10° and maintain a safe airspeed until the obstacles are cleared. Above 3000 feet,lean the mixture to obtain maximum RPM. After clearing any obstacles, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb speed. COLD WEATHER OPERATION STARTING Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (-18°C and lower) weather, the use of an external preheater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section 7 under Ground Service Plug Receptacle for operating details. 4-20 SECTION 4 NORMAL PROCEDURES Cold weather starting procedures are as followS: With Preheat: I ed prime the engine four With ignition switch OFF and thro~tl: c, 0: t~rned over by hand, 1. to eight strokes as the propeller IS elll NOTE . f r best atomization of fuel. Use heavy strokes of p~mer 011 the way in and turn to After priming. push pruner':Tty of engine drawing fuel locked position to aVOId pOSSI 1 I through the primer. 2 Propeller Area -- CLEAR. . Avionics power Switch -- OFF. ~: Master SWitCh L-- RONIC'H 5 Mixture _w FU L . . Throttle -- OPEN 1/8 INCH. ;: Ignition .Sw~~h -- S,!AR't BOTH when engine starts. 8. Release 19mtlon :r~~~ 0 9. Oil Pressure -- C . Without Preheat: while the propeller is being 1. Prime the engine,tshiXthto thternotsttlreo~~sed. Leave the primer charged turned by hand WI e and ready for a stroke. 2 Propeller Area -- CLEAR. . Avionics power Switch w_ OFF. ~: Master Switch _w ON. 5. Mixture -- FULL R~~~RT 6. Ignition Switch _w 'dl t f~ll open twice, Return to 1/8 inch open 7. Pump throttle rapl y 0 position. 'BOTH when engine starts. 8. Release ignition swltc~ to ntH it is running smoothly, or alter- 9. Continue to prime elnglll~dluy over first 1/4 of total travel. nately, pump thrott e rapl 10. Oil Pressure -- CHEtCkK' b full on after engine has started. Leave on Pull carburetor hea no 11. until engine is running smoothly. 12. Primer -- LOCK. NOTE , the first few attempts, 01' If the engine does not start d~rl~g gth it is probable that if engine firing diminishes lfn s :e: ov~r, Preheat must be the spark plugs have bee~ ros e ed used before another start IS attempt ' 4-21 SECTION 4 NORMAL PROCEDURES CAUTION CESSNA MODEL 172N Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event of a backfir~. If this occu~s, maintain a cranking action to suck flames mto the engme. An outside attendant with a fire extinguisher is advised for cold starts without preheat. . During cold weathe~ operations n? indication will be apparent on the 011 temperature gage prior to takeoff If outside air temperatures are very cold. After a suit~ble warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engme several ~imes to higher engine RPM. If the engine a?celerat~s smoothly and the 011 pressure remains normal and steady, the aIrplane IS ready for takeoff. FLIGHT OPERATIONS Takeoff is made normally with carburetor heat off. Avoid excessive leaning in cruise. Carburetor heat may be used to overcome any occasional engine roughness due to ice. When operating in temperatures below -18°C, avoid using partial carburetor heat. Partial heat may increase the carburetor air temperature to th~?O to 21°C range, where icing is critical under certain atmospheric condItIOns. HOT WEATHER OPERATION Refer to the general warm temperature starting information under Starting Engine in this section. Avoid prolonged engine operation on the ground. NOISE ABATEMENT I~creased emphasis on improving the quality of our environment r~qU1res 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- r:ovement, by application of the following suggested procedures, and ereby tend to build public support for aviation: 4-22 /' I 1··~CESSNAjMODEL i72N ~'fu:¥ SECTION 4 NORMAL PROCEDURES 1. 2. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. During departure from or approach to an airport, climb aft~r takeoff and descent for landing should be made so as to aVOId prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearanc.es or instructions, or where, in the pilot's judgment, an altItude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. 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 )vlODEL 172N SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . . . . . . . Use of Performance Charts Sample Problem . Takeoff Cruise .... Fuel Required Landing ... Figure 5-1, Airspeed Calibration - Normal Static Source Airspeed Calibration - Alternate Static Source Figure 5-2, Temperature Conversion Chart Figure 5-3, Stall Speeds ............ . Figure 5-4, Takeoff Distance - 2300 Lbs ..... . Takeoff Distance -"2100 Lbs and 1900 Lbs Figure 5-5, Rate Of Climb - Maximum . . . . Figure 5-6, Time, Fuel, And Distance To Climb Figure 5-7, Cruise Performance ...... . Figure 5-8, Range Profile - 40 Gallons Fuel 'Range Profile - 50 Gallons Fuel Figure 5-9, Endurance Profile - 40 Gallons Fuel Endurance Profile - 50 Gallons Fuel Figure 5-10, Landing Distance ..... . Page 5-3 5-3 5-3 5-4 5-5 5-5 5-7 5-8 5-9 5-10 5-11 5-12 5-13 5-14 5-15 5-16 5-17 5-18 5-19 5-20 5-21 5-1/(5-2 blank) CESSNA MODEL 172N INTRODUCTION SECTION 5 PERFORMANCE Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions. and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45% power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics. engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus- trate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight Usable fuel TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length 2250 Pounds 40 Gallons 1500 Feet 28°C (16°C above standard) 12 Knot Headwind 3500 Feet 5-3 SECTION 5 PERFORMANCE CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute LANDING CONDITIONS Field pressure altitude Temperature Field length TAKEOFF CESSNA MODEL