Pilot's Operating Handbook

2-3 thru 2-12 .............. 1 July 1978 8-3 thru 8-14 .............. 1 July 1978 3-1 thru 3·9 ...... ·......... 1 July 1978 9-1 thru 9-2 .............. 1 July 1978 3-1D Blank ................ 1 July 1978 3-11 thru 3-18 ............. 1 July 1978 4-1 thru 4-24 .............. 1 July 1978 5-1 . . . . . . . . . . . . . . . . . . . . .. 1 July 1978 NOTE 5-2 Blank ................. 1 July 1978 Refer to Section 9 Table of Contents 5-3 thru 5-21 .............. 1 July 1978 for supplements applicable to optional 5-22 Blank ................ 1 July 1978 systems. 1 July 1978 iii TABLE OF CONTENTS CESSNA MODEL 172N TABLE OF CONTENTS SECTION GEN ERAL ............................. 1 WEIGHT & BALANCE/ AIRPLANE & SYSTEMS AIRPLANE HANDLING, SUPPLEMENTS (Optional Systems Description LlMITATIONS ......................... 2 EMERGENCY PROCEDURES ............ 3 NORMAL PROCEDURES ............... 4 PERFORMANCE ....................... 5 EQUIPMENT LIST ................. 6 DESCRiPTIONS ................... 7 SERVICE & MAINTENANCE ........ 8 & Operating Procedures) .......... 9 1 July 1978 iv 1 C') ...,:z ..., ~ - j - ~j j j ~j j j j ~j j j -' j j j j CESSNA SECTION 1 MODEL 172N GENERAL SECTION 1 GENERAL TABLE OF CONTENTS Page Three View 1-2 Introduction 1-3 Descriptive Data 1-3 Engine 1-3 Propeller 1-3 Fuel . . 1-3 Oil 14 Maximum Certificated Weights 1-5 Standard Airplane Weights 1-5 Cabin And Entry Dimensions . 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 July 1978 1-1 SECTION 1 CESSNA GENERAL MODEL 172N 26'.11"--~---- L _____ Maximum height shown with nos.e gear depressed, all tires and nose strut properly inflated, and flashing beacon installed. 3. Wheel base length is 65" 4. Propeller ground clearance is 11 3/4". 5. Wing area is 174 square feet. 6. Minimum turning radius (* pivot point to outboard wing tip. is 27'~51/2". PIVOT POINT PIVOT POINT * * Figure 1-1. Three View 1-2 1 July 1978 CESSNA SECTION 1 MODEL 172N GENERAL INTRODUCTION _ This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. - DESCRIPTIVE DATA ENGINE _ Number of Engines: 1. Engine Manufacturer: A vco Lycoming. Engine Model Number: 0-320-H2AD. Engine Type: Normally-aspirated, direct-drive, air-cooled, hor~ opposed, carburetor equipped, four-cylinder engine with 320 cu. m. 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 July 1978 1-3 SECTION 1 CESSNA GENERAL MODEL 172N 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 and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position. OIL Oil Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish -su:{Sply 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 _1°C (30°F) and 32°C (90°F). SAE 30 between -18°C (OOF) 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 (60°F). SAE 40 between -1°C (30°F) and 32°C (90°F). SAE 30 or SAE 40 between -18°C (O°F) and 21°C (70°F). SAE 30 below -12°C (lOOF). Oil Capacity: Sump: 6 Quarts. Total: 7 Quarts (if oil filter installed). 1-4 1 July 1978 CESSNA SECTION 1 MODEL 172N GENERAL MAXIMUM CERTIFICATED WEIGHTS Ramp, Normal Category: 23071bs. Utility Category: 2007 lbs. Takeoff, Normal Category: 2300 lbs. Utility Category: 2000 lbs. Landing, Normal Category: 2300 lbs. Utility Category: 2000 lbs. Weight in Baggage Compartment, Normal Category: Baggage Area 1 (or passenger on child's seat) - Station 82 to 108: 120 lbs. See note below. Baggage Area 2 - Station 108 to 142: 50 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. Weight in Baggage Compartment, Utility Category: In this category, the baggage compartment and rear seat must not be occupied. STANDARD AIRPLANE WEIGHTS Standard Empty Weight, Skyhawk: 13971bs. Skyhawk II: 14241bs. Maximum Useful Load: Normal Category Utility Category Skyhawk: 9101bs. 6101bs. Skyhawk II: 8831bs. 5831bs. CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 13.2 lbs./ sq. ft. Power Loading: 14.4 lbs./hp. 1 July 1978 1-5 SECTION 1 CESSNA GENERAL MODEL 172N SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS VNE Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KT AS in standard atmosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Manuevering Speed is the maximum speed at which you may use abrupt control travel. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be 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. METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static tem perature. 1-6 1 July 1978 CESSNA MODEL 172N Standard Tempera ture Pressure Altitude SECTION 1 GENERAL It is expressed in either degrees Celsius or degrees Fah renheit. 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). ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. RPM Revolutions Per Minute is engine speed. Static Static RPM is engine speed attained during a full-throttle RPM engine runup when the airplane is on the ground and stationary. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g 1 July 1978 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. 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. g is acceleration due to gravity. 1-7 SECTION 1 CESSNA GENERAL MODEL 172N WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Center of Gravity (C. G.) C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load Maximum Ramp Weight Maximum Takeoff Weight Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. 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 operated 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 ramp weight and the basic empty weight. Maximum Ramp Weight is the maximum weigh t approved for ground maneuver. (It includes the weight of start, taxi, and runup fuel.) Maximum Takeoff Weight is the maximum weight ap proved for the start of the takeoff run. 1 July 1978 1-8 CESSNA MODEL 172N Maximum Landing Weight Tare - - - - - 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 July 1978 1-9/ (1-10 blank) -- - - - - 2 CESSNA SECTION 2 MODEL 172N LIMITATIONS SECTION 2 LIMIT ATIONS TABLE OF CONTENTS Page Introduction . . . . . . . . 2-3 Airspeed Limitations 2-4 Airspeed Indicator Markings 2-5 Power Plant Limitations 2-5 Power Plant Instrument Markings 2-6 Weight Limits ..... 2-6 Normal Category . . 2-6 Utility Category . . 2-7 Center Of Gravity Limits 2-7 Normal Category 2-7 Utility Category 2-7 Maneuver Limits 2-7 Normal Category 2-7 Utility Category 2-7 Flight Load Factor Limits 2-8 Normal Category . . . 2-8 Utility Category 2-8 Kinds Of Operation Limits 2-9 Fuel Limitations . . 2-9 Other Limitations 2-9 Flap Limitations 2-9 Placards ..... 2-10 1 July 1978 2-1/(2-2 blank) j j j j j j j j j j j j j j j j j j j CESSNA SECTION 2 MODEL 172N 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 and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot's Operating Handbook for amended operating limitations. operating procedures, performance data and other necessary information for airplanes equipped with specific options. 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 ~nargins 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. 1 July 1978 2-3 SECTION 2 CESSNA LIMITATIONS MODEL 172N AIRSPEED LIMITATIONS 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 97 KIAS at 2000 pounds. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 158 160 Do not exceed this speed in any operation. VNO Maximum Structural Cruising Speed 126 128 Do not exceed this speed except in smooth air, and then only with caution. VA Maneuvering Speed: 2300 Pounds 1950 Pounds 1600 Pounds 96 88 80 97 89 80 Do not make full or abrupt control movements above this speed. VFE Maximum Flap Extended Speed: 100 Flaps 100 - 400 Flaps 108 86 110 85 Do not exceed this speed with flaps down. Maximum Window Open Speed 158 160 Do not exceed this speed with windows open. Figure 2-1. Airspeed Limitations 2-4 1 July 1978 CESSNA SECTION 2 MODEL 172N LIMITATIONS AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING KIAS VALUE OR RANGE SIGNIFICANCE 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 conducted 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: A vco 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: 245°F (118°C). 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. 1 July 1978 2-5 SECTION 2 CESSNA LIMITATIONS MODEL 172N POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2-3. INSTRUMENT RED LINE MINIMUM LIMIT GREEN ARC YELLOW ARC CAUTION RANGE RED LINE MAXIMUM LIMIT NORMAL OPERATING Tachometer: Sea Level 5000 Feet 10000 Feet Oil Temperature Oil Pressure Fuel Quantity (Standard Tanks) Fuel Quantity (Long Range Tanks) Suction - - - - - - 25 psi E (1.5 Gal. Unusable Each Tank) E (2.0 Gal. Unusable Each Tank) - - - 2100-2450 RPM 2100-2575 RPM 2100-2700 RPM 100°-245°F 60-90 psi - - - - - - 4.5-5.4 in. Hg - - - - - - - - - - - - - - - - - 2700 RPM 245°F 100 psi - - - - - - - - - Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS NORMAL CATEGORY Maximum Ramp Weight: 2307 lbs. Maximum Takeoff Weight: 2300 lbs. Maximum Landing Weight: 2300 lbs. Maximum Weight in Baggage Compartment: Baggage Area 1 (or passenger on child's seat) - Station 82 to 108: 120 lbs. See note below. Baggage Area 2 - Station 108 to 142: 50 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. 1 July 1978 2-6 CESSNA SECTION 2 MODEL 172N LIMITATIONS UTILITY CATEGORY Maximum Ramp Weight: 2007 lbs. Maximum Takeoff Weight: 2000 lbs. Maximum Landing Weight: 20001bs. Maximum Weight in Baggage Compartment: In the utility category, the baggage compartment and rear seat must not be occupied. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 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 CA"rEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight line variation to 35.5 inches aft of datum at 2000 lbs. Aft: 40.5 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and utility 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. 1 July 1978 2-7 SECTION 2 CESSNA LIMITA TIONS MODEL 172N 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 (Maximum Takeoff Weight - 2300 lbs.): *Flaps Up .................. +3.8g, -1.52g *Flaps Down . . . . . . . . . . . . . . . . . +3.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. UTILITY CATEGORY Flight Load Factors (Maximum Takeoff Weight 2000 lbs.): *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. 2-8 1 July 1978 CESSNA SECTION 2 MODEL 172N LIMITATIONS KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/or IFR operations. FAR Part 91 establishes the minimum 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. U sable Fuel (all flight conditions): 40 U. S. gallons. Unusable Fuel: 3 U. S. gallons. 2 Long Range Tanks: 27 U. S. gallons each. Total Fuel: 54 U. S. gallons. Usable Fuel (all flight conditions): 50 U.S. gallons. Unusable Fuel: 4 U. S. gallons. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding. NOTE Takeoff and land with the fuel selector valve handle in the BOTH pOSition. Approved Fuel Grades (and Colors): l00LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). SECTION 2 CESSNA LIMITATIONS MODEL 172N PLACARDS The following information is displayed in the form of composite or individual placards. 1. In full 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 manuals. --------MAXIMUMS------- Normal Category Utility Category MANEUVERING SPEED (lAS) 97 knots 97 knots GROSS WEIGHT ..... 23001bs .. 20001bs. FLIGHT LOAD FACTOR Flaps Up +3.S, -1.52 +4.4. -1.76 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 MANEUVERS APPROVED- EXCEPT THOSE LISTED BELOW Maneuver Recm. Entry Speed Maneuver Recm. Ent~ Speed ChandeUes . . . . 105 knots Spins . . . Slow Deoeeration 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 97 knots. Spin Recovery: opposite rudder - forward elevator - neutralize controls. Intentional spins with fla.ps 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 CESSNA SECTION 2 MODEL 172N LIMITATIONS On the fuel selector valve (long range tanks): BOTH - 50 GAL. ALL FLIGHT ATTITUDES. TAKEOFF, LANDING. LEFT - 25 GAL. LEVEL FLIGHT ONLY RIGHT - 25 GAL. LEVEL FLIGHT ONLY OFF 3. 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 l00LL/l00 MIN. GRADE AVIATION GASOLINE CAP. 27 U.S. GAL. 4. Near wing flap switch: AVOID SLIPS WITH FLAPS EXTENDED 5. On flap control indicator: (Partial flap range with blue color code and 110 kt callout; also. mechanical detent at 10°.) (Indices at these positions with white color code and 85 kt callout; also, mechanical detent at 10° and 20°.) 1 July 1978 2-11 SECTION 2 CESSNA LIMITATIONS MODEL 172N 6. In baggage compartment: 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 120 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 7. A calibration card is provided to indicate the accuracy of the magnetic compass in 30° increments. 8. On oil filler cap: OIL 6QTS 9. On control lock: CONTROL LOCK - REMOVE BEFORE STARTING ENGINE 10. Near airspeed indicator: ~______________M_A_N_E__U_V_E_R__S_P_E_E_D_-_9_7_K__IA__S ____________~I 2-12 1 July 1978 ---- CESSNA SECTION 3 MODEL 172N EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . . 3-3 Airspeeds For Emergency Operation . 3-3 OPERATIONAL CHECKLISTS Engine Failures . . . . . . . . . . . . . . 3-3 Static Source Blockage (Erroneous Instrument Reading Ammeter Shows Excessive Rate of Charge Low-Voltage Light Illuminates During Engine Failure During Takeoff Run . . . 3-3 Engine Failure Immediately After Takeoff 3-4 Engine Failure During Flight ..... . 3-4 ~ro~L~ilinp ............. . 3-4 Emergency Landing Without Engine Power 3-4 Precautionary Landing With Engine 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 3-6 Wing Fire ...... . 3-7 Icing ...... . 3-7 Inadvertent Icing Encounter 3-7 Suspected) . . . . . . . . . . . . . . 3-8 Landing With A Flat Main Tire . . . . . . . 3-8 Electrical Power Supply System Malfunctions 3-8 (Full Scale Deflection) ...... . 3-8 Flight (Ammeter Indicates Discharge) . 3-9 AMPLIFIED PROCEDURES Engine Failure ...... . 3-11 3-12 Landing Without Elevator Control 3-12 Forced Landings ...... . Fires ............ . 3-12 1 July 1978 3-1 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172N TABLE OF CONTENTS (Continued) Page Emergency Operation In Clouds (Vacuum System Failure) 3-13 Executing A 1800 Turn In Clouds 3-13 Emergency Descent Through Clouds 3-13 Recovery From A Spiral Dive . . . 3-14 Inadvertent Flight Into Icing Conditions 3-14 Static Source Blocked ..... . 3-14 Spins ............... . 3-15 Rough Engine Operation Or Loss Of Power 3-16 Carburetor Icing . . 3-16 Spark Plug Fouling 3-16 Magneto Malfunction 3-16 Low Oil Pressure . . 3-16 Electric.l Power Supply System Malfunctions 3-17 Excessive Rate Of Charge 3-17 Insufficient Rate Of Charge . . . . . . . 3-17 3-2 1 July 1978 CESSNA SECTION 3 MODEL 172N 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 maintenance are practiced. Enroute weather emergencies can be minim 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 procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up .. 65 KIAS Wing Flaps Down I 60 KIAS Maneuvering Speed: 2300 Lbs .. 97 KIAS 1950 Lbs ... . 89 KIAS 1600 Lbs ... . 80 KIAS Maximum Glide . . 65 KIAS Precautionary Landing With Engine Power 60 KIAS Landing Without Engine Power: Wing Flaps Up . . 65 KIAS Wing Flaps Down 60 KIAS 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. 1 July 1978 3-3 CESSNA EMERGENCY PROCEDURES MODEL 172N SECTION 3 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 1 July 1978 -- CESSNA SECTION 3 MODEL 172N EMERGENCY PROCEDURES 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Ignition Switch -- OFF. 11. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700 if transponder is installed. 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 at 65 KIAS with flaps up or at 60 KIAS with 10° flaps. 6. Cabin Doors -- UNLATCH. 7. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT. 8. Face -- CUSHION at touchdown with folded coat. 9. Airplane EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. 10. Life Vests and Raft -- INFLATE. FIRES DURING START ON GROUND 1. Cranking -- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power 1700 RPM for a few minutes. 3. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 4. Throttle -- FULL OPEN. 5. Mixture -- IDLE CUT-OFF. 1. July 1978 3-5 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172N 6. Cranking -- CONTINUE. 7. Fire Extinguisher -- OBTAIN (have ground attendants obtain ifnot installed). 8. Engine SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve OFF. 9. Fire -- EXTINGUISH using fire extinguisher. wool blanket, or dirt. 10. Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel Selector Valve -- OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air -- OFF (except overhead vents). 5. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 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). I WARNING I After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 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 after each until short circuit is localized. 3-6 1 July 1978 CESSNA SECTION 3 MODEL 172N EMERGENCY PROCEDURES 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 After discharging an extinguisher within a closed cabin. ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. WING FIRE 1. Navigation Light Switch OFF. 2. Pitot Heat Switch (if installed) -- OFF. 3. Strobe Light Switch (if installed) -- OFF. 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 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 1 July 1978 3-7 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172N heat as required. An unexplained loss in engine speed could 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 AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) -1. 2. 3. Alternator -- OFF. Nonessential Electrical Equipment - OFF. Flight -- TERMINATE as soon as practical. 3-8 1 July 1978 EXECUTIVE AIRCRAFT MAINTENANCE LTD HANGAR 4, WOLVERHAMPTON AIRPORT, BOBBL~GTON, WEST MIDLANDS DY75DY SUPPLEMENT TO FLIGHT MANUAL Page of C.A.A. AIRWORTHINESS NOTICE NO. 88 AIRCRAFT TYPE: Cessna 172N SERIAL NO.: 172-72713 REG.: GBUJN This supplement raised in accordance with the requirements of C.AA Airworthiness Notice No. 88 and is in addition to the requirements of the referenced Flight Manual. Crew Drills Normal Procedures Before Engine Start: Ensure voltage warning light - ON After Engine Start: Ensure voltage warning light: OFF Ammeter Test: Charge Press to test ON Emergency Procedure (Total Generation Failure) Ifvonage warning light comes ON during--nighfreduce electrical' loadS to a mi~mum and carry out drill to reinstate generator. If unable to reinstate generator, switch off all electrical services, including voltage regulators by means of switches or circuit breakers. BATTERY DURATION APPROX ... 33.00 ... M1NS. A landing should be made as soon as possible. NOTES: Other electrical services may be used at the pilot's discretion, but the battery endurance wi]) be reduced accordingly. V.H.F. communication transmissions should be restricted to a maximum of 3 minutes total during flight. In the event of total generation failure, electrically operated landing gear systems should be selected down by the manual extension system. When you switch more electrical load on a system, regardless of R.P.M., a voltage drop may occur due to voltage regulator lag. This may cause a brief flash of the "LO" indicator. This is normal if it does not persist. P d b ~ • G<;;,-.......\i: '2- E . A' ft M . L d D \":)" \ 0 '\ ')....r..::~_ :;' repare y... ... ... ... ... ..... ............. ~xecutlve Ircra amtenance t., ate .............. .. This supplement is to be inserted in the back of the Flight Manual and the Record of Supplements amended accordingly. -- CEf dNA SECTION 3 MODEL 172N EMERGENCY PROCEDURES LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) NOTE Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the ligh t will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. 1. Avionics Power Switch -- OFF. 2. Master Switch -- OFF (both sides). 3. Master Switch -- ON. 4. Low-Voltage Light -- CHECK OFF. 5. Avionics Power Switch -- ON. If low-voltage light illuminates again: 6. Alternator -- OFF. 7. Nonessential Radio and Electrical Equipment -- OFF. 8. Flight -- TERMINATE as soon as practical. .. 1 July 1978 3-9/(3-10 blank) CESSNA SECTION 3 MODEL 172N EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety 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 1800 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- u.. 10,000 z «a: 8000 a: UJ I UJ 6000 > 0 co « 4000 I ::I: ~ UJ ::I: 2000 o o 2 4 6 8 10 12 14 16 18 20 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 1 July 1978 3-11 ..:::::ff~ ~i;/Jj;/: ')iifi~.«: ~/://:::: . *SPEED 6S KIAS W'::·· *PROPELLER WINDMILLING l:i'J{:j/f: *flAPS UP *ZERO WIND SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172N FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable 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 in 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 and squawk 7700 if a transponder is installed. 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 60 KIAS 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 1 July 1978 CESSNA SECTION 3 MODEL 172N EMERGENCY PROCEDURES 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 turn 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 1800 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 1800 turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the 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: 1 July 1978 3-13 SECTION 3 CESSNA EMERGENCY PROCEDURES 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 momen tarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assumingthat 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 operation. 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 Lor R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued opera tion on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate 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 engine failure is imminent. Reduce 3-16 1 July 1978 CESSNA SECTION 3 MODEL 172N 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 low-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 alternator control unit 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 can be adversely affected by higher than normal voltage. The alternator control unit includes an over-voltage sensor which normally will automatically shut down the alternator ifthe charge voltage reaches approximately 31.5 volts. If the over-voltage sensor malfunctions or is improperly adjusted, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off. nonessential electrical equipment turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis charge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at 1 July 1978 3-17 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172N higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. If the over-voltage sensor should shut down the alternator, a discharge rate will be shown on the ammeter followed by illumination of the low voltage warning light. Since this may be a "nuisance" trip-out, 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 pro hlem no longer exists, normal al ternator charging will resume and the low-voltage light will go off. The avionics power switch may then be turned back on. If the light illuminates 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. 3-18 1 July 1978 4 CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES 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 ' Page 4-3 . 4-3 ..,..,. 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 4-8 4-9 4-9 4-9 4-9 4-9 4-9 4-10 4-10 AMPLIFIED PROCEDURES Starting Engine 4-11 Taxiing . 4-11 1 July 1978 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N TABLE OF CONTENTS (Continued) Page Before Takeoff . . 4-13 Warm-Up 4-13 Magneto Check 4-13 Alternator Check 4-13 Takeoff . . . . . . 4-13 Power Check . . 4-13 Wing Flap Settings 4-14 Short Field Takeoff 4-14 Crosswind Takeoff 4-15 Enroute Climb . . . . 4-15 Cruise ....... 4-15 Leaning With A Cessna Economy Mixture Indicator (EGT). 4-17 Stalls . 4-17 .• Spins . . . . . . . . . 4-18 Landing . . . . . . . . 4-20 Normal Landing . . 4-20 Short Field Landing 4-20 Crosswind Landing . 4-20 Balked Landing 4-21 Cold Weather Operation 4-21 Starting . . . . . 4-21 Flight Operations 4-23 Hot Weather Operation 4-23 Noise Abatement 4-23 4-2 1 July 1978 CESSNA SECTION 4 MODEL 172N 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 ............ . 70-80 KIAS Short Field Takeoff, Flaps Up, Speed at 50 Feet 59 KIAS Enroute Climb, Flaps Up: Normal, Sea Level . . . . . 75-85 KIAS Normal, 10,000 Feet . . . . . 70-80 KIAS Best Rate of Climb, Sea Level 73 KIAS Best Rate of Climb, 10,000 Feet 68 KIAS Best Angle of Climb, Sea Level 59 KIAS Best Angle of Climb, 10,000 Feet 61 KIAS Landing Approach: Normal Approach, Flaps Up 60-70 KIAS Normal Approach, Flaps 40° 55-65 KIAS Short Field Approach, Flaps 40° 60 KIAS Balked Landing: Maximum Power, Flaps 20° . . 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 1 July 1978 4-3 SECTION 4 CESSNA NORMAL PROCEDURES 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 control surfaces contain no internal accumulations of ice or debris. Prior to flight. check that pitot heater (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 1 July 1978 4-4 -- CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION (!)CABIN 1. Pilot's Operating Handbook AVAILABLE IN THE AIRPLANE. 2. Control Wheel Lock -- REMOVE. - 3. Ignition Switch -- OFF. 4. Avionics Power Switch -- OFF. 5. Master Switch -- ON. "'-1-W-A-R-N-IN-G-----I When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate. 6. Fuel Quantity Indicators -- CHECK QUANTITY. 7. Master Switch -- OFF. 8. Static Pressure Alternate Source Valve (if installed) -- OFF. 9. Baggage Door -- CHECK, lock with key if child's seat is to be occupied. ®EMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. ® RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. o RIGHT WING 1. Wing Tie-Down -- DISCONNECT. 2. Main Wheel Tire -- CHECK for proper inflation . .,/ 3. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick drain valve to check for water, sediment, and proper fuel grade. 4. Fuel Quantity -- CHECK VISUALLY for desired level. 5. Fuel Filler Cap -- SECURE. 1 July 1978 4-5 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N ®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 possi ble 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. 3. Propeller and Spinner -- CHECK for nicks and security. 4. Landing Light(s) -- CHECK for condition and cleanliness. 5. Carburetor Air Filter -- CHECK for restrictions by dust or other foreign matter. 6. Nose Wheel Strut and Tire CHECK for proper inflation. 7. Nose Tie-Down -- DISCONNECT. 8. Static Source Opening (left side of fuselage) -- CHECK for stop page. @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 drain valve to check for water. sediment and proper fuel grade. 3. Fuel Quantity -- CHECK VISUALLY for desired level. 4. Fuel Filler Cap -- SECURE. o LEFT WING Leading Edge 1. Pitot Tube Cover -- REMOVE and check opening for stoppage. 2. Fuel Tank Vent Opening -- CHECK for stoppage. 3. Stall Warning Opening -- CHECK for stoppage. To check the 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 1. Preflight Inspection -- COMPLETE. 4-6 1 July 1978 CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES 2. Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. 3. Fuel Selector Valve -- BOTH. 4. A vionics 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. 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. 9. Flashing Beacon and Navigation Lights -- ON as required. 10. Avionics Power Switch -- ON. U. Radios -- ON. 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. e. Throttle -- 1000 RPM or LESS. 1 July 1979 4-7 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N 9. Radios -- SET. 10. Autopilot (if installed) -- OFF. 11. Air Conditioner (if installed) -- OFF. 12. Strobe Lights -- AS DESIRED. 13. Throttle Friction Lock -- ADJUST. 14. Brakes -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0° - 10°. 2. Carburetor Heat -- COLD. 3. Throttle - - FULL OPEN. 4. Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS). 5. Climb Speed -- 70-80 KIAS. SHORT FIELD TAKEOFF 1. Wing Flaps -- 10°. 2. Carburetor Heat -- COLD. 3. Brakes -- APPLY. 4. Throttle -- FULL OPEN. 5. Mixture -- RICH (above 3000 feet, LEANto obtain maximum RPM). 6. Brakes -- RELEASE. 7. Elevator Control -- SLIGHTLY TAIL LOW. 8. Climb Speed -- 53 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. ' ' . _ CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES 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. LANDING NORMAL LANDING 1. Airspeed -- 60-70 KIAS (flaps UP). 2. Wing Flaps -- AS DESIRED (0° _toO below 110 KIAS. toO -40° 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 -- toO (until obstacles are cleared). RETRACT (after reaching a safe altitude and 60 KIAS). 1 July 1978 4-9 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N 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. 4-10 1 July 1978 CESSNA SECTION 4 MODEL 172N 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 nece ssary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERA TION paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure 4 2) to maintain directional control and balance. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary. When the knob is pulled out to the heat position, air entering the engine is not filtered. 1 July 1978 4-11 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N CODE NOTE WIND DIRECTION • 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 1 July 1978 CESSNA SECTION 4 MODEL 172N 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 position. 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 propel' alternator and alternator control unit operation is essential (such as night or instrument flights). a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light 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 alternator control unit are operating properly. TAKEOFF POWER CHECK It is important to check full-throttle engine operation early in the 1 July 1978 4-13 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N 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 runups 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 blades, 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 100/0. However, this advantage is lost if flaps up speeds are used, or in high altitude takeoffs at maximum weight where climb 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 If an obstruction dictates the use of a steep climb angle. after liftoff 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 4-14 1 July 1978 - - - - - CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES 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. If 100 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 100 flaps, use an obstacle clearance speed of 55 KIAS. As soon as the obstacle is cleared, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb-out speed. CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate-of-climb speeds for the best combination of performance, visibility and engine cooling. The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM. 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 1 July 1978 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 4000 Feet 8000 Feet 114 118 122 13.5 14.0 14.5 107 111 115 14.8 15.3 15.8 100 103 106 16.1 16.6 17.1 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table 4-16 1 July 1978 CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES MIXTURE DESCRIPTION EXHAUST GAS TEMPERATURE RECOMMENDED LEAN (Pilot's Operating Handbook and Power Computer) 0 50 F Rich of Peak EGT BEST ECONOMY Peak EGT Figure 4-4, EGT Table 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. LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT) Exhaust gas temperature (EGT) as shown on the optional Cessna Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at 75% power or less. To adjust the mixture. using this indicator. lean to establish the peak EGT as a reference point and then enrichen the mixture by the desired increment based on figure 4-4. As noted in this table, operation at peak EGT provides the best fuel economy. This results in approximately 4% greater range than shown in this handbook accompanied by approximately a 3 knot decrease in speed. Under some conditions. engine roughness may occur while operating at peak EGT. In this case, operate at the Recommended Lean mixture. Any change in altitude or throttle position will require a recheck of EGT indication. 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. 1 July 1978 4-17 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N Power-off stall speeds at maximum weight for both forward and aft C.G. positions are presented in Section 5. SPINS Intentional spins are approved in this airplane within certain restrict ed loadings. Spins with baggage loadings or occupied rear seat(s) are not approved. However, before attempting to perform spins several items should be 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 so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91.7L 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 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 simultaneously 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 4-18 1 July 1978 CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES 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 spin is adequate and should be used. Up to 2 turns, the spin will progress to a fairly rapid rate of rotation and a steep attitude. Application of recovery controls will produce prompt recoveries (within 1/4 turn). During ex tended spins of two to three turns or more, the spin will tend to change into a spiral, particularly to the right. This will be accompanied by an increase in airspeed and gravity loads on the airplane. If this 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: 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. 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 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 structure. 1 July 1978 4-19 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N 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 greater than 20° due to a slight tendency for the elevator to oscillate under certain combinations 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 effectiveness, retract the flaps, hold the control wheel full back. and apply maximum brake pressure without sliding the tires. CROSSWIND LANDING When landing in a strong crosswind. use the minimum flap setting required for the field length. If flap settings greater than 20° are used in Sideslips with full rudder deflection, some 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 4-20 1 July 1978 CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES 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. Cold weather starting procedures are as follows: With Preheat: 1. With ignition switch OFF and throttle closed, prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. 1 July 1978 4-21 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N 2. Propeller Area -- CLEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Mixture·- FULL RICH. 6. Throttle·- OPEN l/S INCH. 7. Ignition Switch·· START. S. Release ignition switch to BOTH when engine starts. 9. Oil Pressure -. CHECK. Without Preheat: 1. Prime the engine six to ten strokes while the propeller is being turned by hand with the throttle closed. Leave the primer charged and ready for a stroke. 2. Propeller Area·· CLEAR. 3. Avionics Power Switch·- OFF. 4. Master Switch -- ON. 5. Mixture·- FULL RICH. 6. Ignition Switch -- START. 7. Pump throttle rapidly to full open twice. Return to l/S inch open position. S. Release ignition switch to BOTH when engine starts. 9. Continue to prime engine until it is running smoothly. or alter· nately, pump throttle rapidly over first 1/4 of total travel. 10. Oil Pressure -- CHECK. 11. Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. 12. Primer·- LOCK. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. CAUTION Pumping the throttle may cause raw fuel to accumUlate in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without preheat. During cold weather operations no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM). 4-22 1 July 1975 CESSNA SECTION 4 MODEL 172N NORMAL PROCEDURES accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for takeoff. FLIGHT OPERATIONS Takeoff is made normally with carburetor heat off. Avoid excessive leaning in cruise. Carburetor heat may be used to overcome any occasional engine roughness due to ice. When operating in temperatures below -18°C, avoid using partial carburetor heat. Partial heat may increase the carburetor air temperature to the 0° to 21°C range, where icing is critical under certain atmospheric conditions. HOT WEATHER OPERATION Refer to the general warm temperature starting information under Starting Engine in this section. A void prolonged engine operation on the ground. NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We, as pilots, can demonstrate our concern for environmental im provement, by application of the following suggested procedures, and thereby tend to build public support for aviation: 1. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. 2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where 1 July 1978 4-23 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172N they would conflict with Air Traffic Control clearances 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. 4-24 1 July 1978 - 5 j -- - j j j ~ j j j j j ~ j j j j '~'-- j j j j j CESSNA SECTION 5 MODEL 172N PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . . . . . . . Use of Performance Charts Sample Problem . Takeoff Cruise .... Fuel Required Landing ... Demonstrated Operating Temperature '''-.. 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 5·7 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 1 July 1978 5-1/(5-2 blank) j j j j j j j j j j j j j j j j j j j CESSNA SECTION 5 MODEL 172N 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 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 2250 Pounds Usable fuel 40 Gallons TAKEOFF CONDITIONS Field pressure altitude 1500 Feet Temperature 28°C (16D C above standard) Wind component along runway 12 Knot Headwind Field length 3500 Feet 1 July 1978 5-3 SECTION 5 CESSNA PERFORMANCE MODEL 172N CRUISE CONDITIONS Total distance 460 Nautical Miles Pressure altitude 5500 Feet Temperature 20°C (16°C above standard) Expected wind enroute 10 Knot Headwind LANDING CONDITIONS Field pressure altitude 2000 Feet Temperature 25°C 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 technique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a weight of 2300 pounds, pressure altitude of 2000 feet and a temperature of 30°C should be used and results in the following: Ground roll 1075 Feet Total distance to clear a 50-foot obstacle 1915 Feet These distances are well within the available takeoff field length. Howev er, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots x 10% 13% Decrease 9 Knots This results in the following distances, corrected for wind: Ground roll, zero wind 1075 Decrease in ground roll (1075 feet x 13%) 140 Corrected ground roll 935 Feet Total distance to clear a 50-foot obstacle, zero wind 1915 Decrease in total distance (1915 feet" 13%) Corrected total distance to clear 50-foot obstacle 1666 Feet 5-4 1 July 1978 CESSNA SECTION 5 MODEL 172N PERFORMANCE CRUISE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A typical cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be deter mined based on several considerations. These include the cruise perfor mance characteristics presented in figure 5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. The range profile chart indicates that use of 65% power at 5500 feet yields a predicted range of 523 nautical miles with no wind. The endurance profile chart, figure 5-9, shows a corresponding 4.7 hours. The range figure of 523 nautical miles is corrected to account for the expected 10 knot headwind at 5500 feet. Range, zero wind 523 Decrease in range due to wind (4.7 hours x 10 knot headwind) 47 Corrected range 476 Nautical Miles This indicates that the trip can be made without a fuel stop using approximately 65% power. The cruise performance chart, figure 5-7, is entered at 6000 feet altitude and 20°C above standard temperature. These values most nearly corres pond to the planned altitude and expected temperature conditions. The engine speed chosen is 2500 RPM, which results in the following: Power 64% True airspeed 114 Knots Cruise fuel flow 7.1 GPH The power computer may be used to determine power and fuel consump tion more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem, figure 5-6 shows that a climb from 2000 feet to 6000 feet requires 1.3 gallons 1 July 1978 5-5 SECTION 5 CESSNA PERFORMANCE MODEL 172N of fuel. The corresponding distance during the climb is 9 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by 100/0 for each lOoC above standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°C above standard, the correction would be: 16°C lOoC )( 10% = 16% Increase With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature 1.3 Increase due to non-standard temperature (1.3 x 16%) 0.2 Corrected fuel to climb 1.5Gallons Using a similar procedure for the distance to climb results in 10 nautical miles. The resultant cruise distance is: Total distance 460 Climb distance -10 Cruise distance 450 Nautical Miles With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 114 -10 104 Knots Therefore, the time required for the cruise portion of the trip is: ~ Nautical Miles - 43 H 104 Knots -. ours The fuel required for cruise is: 4.3 hours x 7.1 gallons/hour = 30.5 Gallons 5-6 1 July 1978 ---- CESSNA SECTION 5 MODEL 172N PERFORMANCE The total estimated fuel required is as follows: Engine start, taxi, and takeoff 1.1 Climb 1.5 Cruise 30.5 Total fuel required 33.1 Gallons 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 corresponding 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 landing distance information for the short field technique. The distances corres ponding to 2000 feet and 30°C are as follows: Ground roll 590 Feet