PERFORMANCE SPECIFICATIONS CESSNA MODEL 172P

drained after the first 25 hours of operation. Refill the engine and con- tinue to use until a total of 50 hours has accumulated or oil consump- tion has stabilized. MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil conforming to Avco Lycoming Service Instruction No. 1014, and all revisions and supplements thereto, must be used after first 50 hours or oil con- sumption has stabilized. Recommended Viscosity for Temperature Range: All temperatures, use multi-viscosity oil or '<. Above 16° C (600 F), use SAE 50 _10 C (300 F) to 32° C (900 F), use SAE 40 _180 C (0° F) to 210 C (700 F), use SAE 30 NOTE When operating temperatures overlap, use the lighter grade of oil. Oil Capacity: Sump: 7 Quarts. Total: 8 Quarts. 1-4 Original Issue CESSNA MODEL 172P SECTION 1 GENERAL MAXIMUM CERTIFICATED WEIGHTS Takeoff, Normal Utility Landing, Normal Utility 25501bs. 2100lbs. 2550lbs. 21001bs. Page 1-5 Cut and paste. to 108; 120 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: 1433 lbs. Maximum Useful Load: Skyhawk: Normal Category 974lbs. Utility Category 674lbs. 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: 13.8 lbs. / sq. ft. Power Loading: 15.0 lbs./hp. Original Issue 1-5 FAA APPROVED Supplemental Airplane Flight Manual FOR MODELS 170 172 F172 P172 FP172 R172 FR172 175 177 177RG F177RG 180 SERIALS 18000 thru 27169 28000 thru 47746 17247747 thru 17271034 F172-0001 thru F17201749 P17257120 thru P17257188 FP172-0001 thru FP172-0003 R172-0001 thru R1720625 R1722000 thru R1722929 FR17200001 thru FR17200630 55001 thru 56777 17556778 thru 17557119 17700001 thru 17702752 177RG0001 thru 177RG 1366 F177RG0001 thru F177RG0177 30000 thru 32999 50000 thru 50911 18050912 thru 18053000 MODELS SERIALS 182 33000 thru 34999 51001 thru 53007 18253008 thru 18266590 A 182 A 182-0001 thru A 182-0148 F182 F18200001 thru F18200094 R182 R18200001 thru R18200583 FR182 FR18200001 thru FR18200020 185 185-0001 thru 18503683 205 205-0001 thru 205-0577 206 206-0001 thru 206-0275 P206ITP206 P206-0001 thru P20600647 U206ITU206 U206-0276' thru U20604649 207IT207 20700001 thru 20700482 21OIT210 57001 thru 57575 21057576 thru 21062954 T210 T210-0001 thru T210-0454 P210 P21000001 thru P21000150 Serial No. /1 L.. 7& 2.. '2 r Registration No. /LJ 7' r 3 Zvr y This Supplemental Airplane Flight Manual must be carried in the airplane when the Secondary Seat Stop modification is installed in accordance with Cessna Single-Engine Service Bulletin SEB89-2. The information contained herein supplements or supersedes the information contained in the form of placards, markings, manuals and checklists. For limitations and procedures not contained in this Supplemental Airplane Flight Manual, consult the original placards, markings, manuals and checklists. FAA APPROVED Cessna Aircraft Co" Aircraft Div. Delegation Option Manufacturer, CEo' ~ .0. -jl.J executIve Engoneer Oal8 MARoC... 21, 1989 f) Member of GAMA COPYRIGHT @1989 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA D1326-13-RPC-SOOO-6/90 Original Issue - 24 March 1989 CESSNA MODEL 172P SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits . . . . . Normal Category .. Utility Category Center Of Gravity Limits Normal Category Utility Category Maneuver Limits Normal Category Utility Category Flight Load Factor Limits Normal Category ... Utility Category Kinds Of Operation Limits Fuel Limitations . . Other Limitations Flap Limitations Placards ..... Original Issue - 20 August 1984 SECTION 2 LIMITATIONS Page 2-3 2-4 2-4 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 2-10 2-10 2-1/(2-2 blank) r CESSNA MODEL 172P 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 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 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. 172P. ; l origina1_Is_s_ue _ 2-3 SECTION 2 LIMITATIONS CESSNA MODEL 172P 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 102KIAS at 2100pounds. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 152 158 Do not exceed this speed in any operation. VNO Maximum Structural 123 127 Do not exceed th is speed Cruising Speed except in smooth air, and VA Maneuvering Speed then only with caution. 2550 Pounds 105 KIAS 2105 Pounds 95 KIAS 1750 Pounds 85 KIAS 19 Do not make full or abrupt 12 control movements above Page 2-4 Cut and paste 12 this speed. -.-'-'..!....!.- ••••• ,.-~ •••••••••.••.• ,.•- •..•..•~~------ ,---------_. ~ VFE Maximum Flap Extended Speed: 100 Flaps 108 110 Do not exceed this speed 1O~ - 300 Flaps 84 85 with flaps down. Maximum Window Open 152 158 Do not exceed this speed Speed with windows open. Figure 2-1. Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. 2-4 Original Issue iSNA DEL 172P SECTION 2 LIMITATIONS MARKING KIAS VALUE OR RANGE SIGNIFICANCE White Arc GreenArc Yellow Arc Red Line, 40-85 50-127 127-158 158 -nit Nard nit d. - Airspeed indicator must be replaced WIth Cessna YIN Cbb 1Ub4- 0112 or remarked as follows: Marking KlAS Value or Range Page 2-5 - .... _. - r Figure 2-2. Airspeed Indicator Markings .WER PLANTI..I.MlTAT'-QNS . gine Model Nwnber: 0-360-A4M iximum Power: 180 BHP rating iximum Continuous RPM 2540 RPM 1S: :e 2-5 Cut and paste NOTE The static RPM range at full throttle (carburetor heat off and mixture leaned to maximum RPM) is 2300 to 2420 RPM. Maximum Oil Temperature: 245°F (118°C). Oil Pressure, Minimum: 20 psi. Maximum: 115 psi. sl Grade: See Fuel Limitations. Grade (Specification): MIL-L-6082Aviation Grade Straight Mineral Oil or MIL-L-22851 Ash- less Dispersant Oil. rpeller Manufacturer: McCauley Accessory Division. rpel.ler Model Number: lC160/DTM7557. rpeller Diameter, Maximum: 75 inches. Minimum: 74 inches. iginal Issue 2-5 SECTION 2 LIMIT A TIONS CESSNA MODEL 172P POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code s.ignificancs are shown in figure 2-3. RED LINE GREEN ARC RED LINE INSTRUMENT MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT Tachometer: Sea Level 2100-2450 RPM 5000 Feet - - - 2100-2575 RPM 2700 RPM 10000 Feet 2100-2700 RPM Oil Temperature - - - 100°-245°F 245°F Oil Pressure 20 psi 50-90 psi 115 psi Fu.el Quantity E - - - - - - (Standard (1.5 Gal. Unusable Tanks) Each Tank) Fuel Quantity E - - - - - - (Long Range (2.0 Gal. Unusable Tanks) Each Tank) Fuel Quantity E - - - - - - (Integral (3.0 Gal. Unusable Tanks) Each Tank) Suction - - - 4.5-5.4 in.Hg - - - Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS ~ Maximum Takeoff Weight, Normal IV Utility N Maximum Landing Weight, Normal Utility 25501bs. 21001bs. 2550lbs. 2100lbs. 108: 120 Page 2-6 Cut and paste .e, 2-6 Original Issue CESSNA MODEL 172P SECTION 2 LIMITATIONS NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 Ibs. UTILITY CATEGORY Maximum Ramp Weight: 21071bs. Maximum Takeoff Weight: 2100lbs. Maximum Landing Weight: 2100 lbs. 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 ( Normal Categ~ry Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 1bs.or less, with straight line variation to 41.0 inches aft of datum at 2550 lbs. Aft: 47.3 inches aft of datum at all weights. Utility Category Center of Gravity Range: ( Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight line variation to 41.0 inches aft of datum at 2100 lbs. F Aft: 40.5 inches aft of datum at all weights. Page 2-7 dghtline .ightline 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 Original Issue 2-7 SECTION 2 LIMITATIONS CESSNA MODEL 172P instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. In the utility category, the baggage compartment and rear seat must not be occupied. No aerobatic maneuvers are approved except those listed below: MANEUVER RECOMMENDEDENTRY SPEED* Chandelles . Lazy Eights Steep Turns Spins Stalls (Except Whip Stalls) 105knots 105knots 95 knots Slow Deceleration Slow Deceleration *Abrupt use of the controls is prohibited above 99 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 NOR~JHll.Gtlli{Th\fv Fli~ Flight Load Factors (Maximum Takeoff Weight - 2550lbs): Flaps Up , +3.8g, -1.52g Flaps Down ' +3 g s, the Page 2-8 Cut and paste UTllnl" -CATI:uORY'~' _. -_.-_.._..-_.~.'.~.'.... Flight Load Factors (Maximum Takeoff Weight - 2100lbs.): *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 Original Issue ---_ - -'-- .__ . -".-- CESSNA MODEL 172P SECTION 2 LIMITATIONS KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/ or IFR operations. FAR Part 91 establishes the minimum 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. 2 Integral Tanks: 34 U.S. gallons each. Total Fuel: 68 U.S. gallons. Usable Fuel (all flight conditions): 62 U.S. gallons. Unusable Fuel: 6 U.S. 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. Takeoff and land with the fuel selector valve handle in the BOTH position. Maximum slip or skid duration with one tank dry: 30 seconds. With 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank. Fuel remaining in the tank after the fuel quantity indicator reads empty (red line) cannot be safely used in flight. Approved Fuel Grades (and Colors): 100LLGrade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). Original Issue 2-9 ..._. ----~------ SECTION 2 LIMITATIONS CESSNA MODEL 172P OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 0° to 10°. Approved Landing Range: 0° to 30°. PLACARDS The following information must be 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.) The markings and placards installed in this airplane contain operat- ing limitations which must be complied with when operating this airplane in the Normal Category. Other operating limitations which must be complied with when operating this airplane in this category or in the Utility Category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Normal Category - No acrobatic maneuvers, including spins, approved. Utility Category - No acrobatic maneuvers approved, except those listed in the Pilot's Operating Handbook. Baggage compartment and rear seat must not be occupied. Spin Recovery - Opposite rudder - forward elevator- neutralize controls. 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 Original Issue CESSNA MODEL 172P SECTION 2 LIMITATIONS 2. On the fuel selector valve (standard tanks): r TAKEOFF LANDING BOTH 40.0 GAL. ALL FLIGHT ATTITUDES LEFT 20.0 GAL. LEVEL FLIGHT ONLY PUSHDOWN ROTATE FUEL SELECTOR RIGHT 20.0 GAL. LEVEL FLIGHT ONLY OFF OFF On the fuel selector valve (long range tanks): TAKEOFF LANDING BOTH 50.0 GAL. ALL FLIGHT ATTITUDES LEFT 25.0 GAL. LEVEL FLIGHT ONLY PUSHDOWN ROTATE FUEL SELECTOR RIGHT 25.0 GAL. LEVEL FLIGHT ONLY OFF OFF On the fuel selector valve (integral tanks): TAKEOFF LANDING BOTH ALL FLIGHT 62.0 GAL. ATTITUDES LEFT 31.0 GAL. LEVEL FLIGHT ONLY FUEL SELECTOR RIGHT 31.0 GAL. LEVEL PUSH DOWN FLIGHT ROTATE ONLY OFF OFF Original Issue 2-11 I ---------_ .... - . -.-.- '-' --- SECTION 2 LIMITATIONS CESSNA MODEL 172P 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 100LL/100MIN. GRADE AVIATION GASOLINE CAP. 27 U.S. GAL. Near fuel tank filler cap (integral tanks): FUEL 100LL/100 MIN. GRADE AVIATION GASOLINE CAP. 34 U.S. GAL. CAP. 24.0 U.S. GAL. TO BOTTOM OF FILLER COLLAR 4. Near wing flap switch: AVOID SLIPS WITH FLAPS EXTENDED 5. On flap control indicator: 100 to 30° .85 KIAS (White color code; also, mechanical detent at 200.) 00 to 100 110 KIAS (Partial flap range with blue color code; also, mechanical detent at 100.) 2-12 Original Issue CESSNA MODEL 172P SECTION 2 LIMITATIONS 6. In baggage compartment: MAXIMUM 120 POUNDS COMBINED 120 POUNDS MAXIMUM BAGGAGE AND/OR AUXILIARY PASSENGER FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 7. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30° increments. 8. On oil filler cap: OIL 7 QTS 9. On control lock: CAUTION! CONTROL LOCK REMOVE BEFORE STARTING ENGINE [ 10. Near Airspeed indicator Maneuver Speed-105 KIAS Page 2-13 Cut and paste 11. On forward face of firewall adjacent to the battery: CAUTION 24 VOLTS D.C. This aircraft is equipped with alternator and a negative ground system. OBSERVE PROPER POLARITY Reverse polarity will damage electrical com- ponents. Original Issue 2-13/ (2-14 blank) ------- ..- - -_ .... _-- ._-- -_.- CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . Airspeeds For Emergency Operation 3-3 3-3 OPERATIONAL CHECKLISTS Engine Failures . Engine Failure During Takeoff Roll . Engine Failure Immediately After Takeoff Engine Failure During Flight (Restart Procedures) 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 Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) . Low- Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) 3-3 3-3 3-4 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-6 3-6 3-7 3-7 3-7 3-7 3-8 3-8 3-9 3-9 3-9 AMPLIFIED PROCEDURES ~ngine Failure .. . Forced Landings . Landing Without Elevator Control Fires . . . . . . . . . . . . . 3-11 3-12 3-12 3-12 Original Issue - 20 August 1984 3-1 .- SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Emergency Operation In Clouds (Vacuum System Failure) Executing A 1800 Turn In Clouds Emergency Descent Through Clouds Recovery From A Spiral Dive . . . Inadvertent Flight Into 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 Other Emergencies Windshield Damage 3-2 CESSNA MODEL 172P Pag- 3-1 3-13 3-13 3-14 3-14 3-14 3-15 3-16 3-16 3-16 3-16 3-16 3-17 3-17 3-17 3-18 3-18 Original Issue CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with. emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and 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 l"iillure Alter Talieotl Wing Flaps Up 65 KIAS Wing Flaps Down ·· .. ················ .60 KIAS Maneuvering Speed 2550lbs 105 KIAS i~;~ :~: :::::::::::::::::::::::::::::::::::::::: .::::. :;~~ Maximum Glide ~t!~ tE:...:.:.:.: .... :.:.:.:.:.:.: .... :.:.:.::.: ..:.:.:.:.:.:':':':':':':':':':':':':':':':':':':':':':';i ~EsPrecautionary Landing With Engine Power 65 KIAS Landing Without Engine Power Flaps Up 70 KIAS Flaps Down 65 KIAS iste Middle of page 3-3 9i"RIA5 ~ ~ ~At; oo='inA& 6~I1'tS 66 Mlib OPERATIONAL CHECKLISTS Procedures in the Operational Checklists portion of this section shown in bold-faced type are immediate-action items which should be committed to memory. r • ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL 1. Throttle -- IDLE. 2. Brakes -- APPLY. Original Issue 3-3 r------- .. ----.~-- SECTION 3 EMERG ENCY PROCEDURES CESSNA MODEL 172P 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF Airspeed - 70 KIAS Wing Flaps Up _______ 65 KIAS Wing!~I>s pown 2. Mixture -- IDLE CUT-OFF. 3. Fuel Selector Valve -- PUSH DOWN AND ROTATE TO OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED. 6. Master Switch -- OFF. 1. ENGINE FAILURE DURING FLIGHT (RESTART PROCEDURES) ............ -_ ..__ ,- 1. Airspeed 65 KlAS __ 2. -Carburetor He~t---(>N. 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. Seats, Seat Belts, Shoulder Harnesses -- SECTTR~ 2 Airspeed - 70 KIAS Wing Flaps Up _ ___ 65 KIAS Wing Flaps Down 3. Mixture ---lULJ!i L;tJr-U:Ir .1'-;-- -- - -- --- - - 4. Fuel Selector Valve -- PUSH DOWN AND ROTATE TO OFF. 5. Ignition Switch -- OFF. 6. Wing Flaps -- AS REQUIRED (300 recommended). 7. Master Switch -- OFF. 8. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 9. Touchdown -- SLIGHTLY TAIL LOW. 10. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Seats, Seat Belts, Shoulder Harnesses -- SECURE. 2. Wing Flaps -- 20°. 3. Airspeed - 65KIAS-- --------- 3-4 Original Issue CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES 5. 6. 7. 8. 9. 10. 11. 12. 4. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. Avionics Pm"P.",.!';lm;fnh.·~·~·""··"""····'··ical Switches -- OFF. V~ ...Wing fla~.-=-.. 20 .-}O De~~eS.l.ch). AIrspeed -- 6~':({IAS. Master Switch -- OFF. Doors -- UNLATCH PRIOR TO TOUCHDOWN. Touchdown -- SLIGHTLY TAIL LOW. Ignition Switch -- OFF. Brakes -- APPLY HEA VILY. 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. Seats, Seat Belts, Shoulder Harnesses -- SECURE. 4. Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. 5. Wing Flaps -- 20° - 30°. 6. Power -: ESTABLISH 300 FTIMIN DESCENT AT 55 KIAS . .........~.<>!!; . If no power is available, approach at 70 KlAS with flaps up or at 65 KIAS with 10 Flaps 7. Cabin Doors -- UNLATCH. 8. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DE- SCENT. 9. Face -- CUSHION at touchdown with folded coat. 10. Airplane -- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened. 11. 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. Original Issue 3-5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P 3. Engine -- SHUTDOWN and inspect for damage. If engine fails to start: 4. Throttle -- FULL OPEN. 5. Mixture -- IDLE CUT-OFF. 6. Cranking -- CONTINUE. 7. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed). --------. 8. Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF. c. Fuel Selector Valve -- PUSH DOWN AND ROTATE TO OFF. 9. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dirt. 10. Fire Damage -- INSPECT, repair damage or replace damaged com- ponents or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture -- IDLE CUT-OFF. 2. Fuel Selector Valve -- PUSH DOWN AND ROTATE TO 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. Vents/Cabin Air/Heat -- CLOSED. 3. Fire Extinguisher -- ACTIVATE (if available). WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Avionics Power Switch -- OFF. 5. All Other Switches (except ignition switch) -- OFF. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch -- ON. 3-6 Original Issue 10-------- ---. CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Alternator Circuit Breaker -- PULL. 3. Nonessential Electrical Equipment -- OFF. 4. Flight -- TERMINATE as soon as practical. 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 light 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. Alternator Circuit Breaker -- CHECK IN. 3. Master Switch -- OFF (both sides). 4. Master Switch -- ON. 5. Low-Voltage Light -- CHECK OFF. 6. Avionics Power Switch -- ON. If low-voltage light illuminates again: 7. Alternator -- OFF. 8. Nonessential Radio and Electrical Equipment -- OFF. 9. Flight -- TERMINATE as soon as practical. •• Original Issue 3-9/(3-10 blank) CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES The following Amplified Procedures elaborate upon information contained in the Operational Checklists portion of this section. These procedures also include information not readily adaptable to a checklist format, and material to which a pilot could not be expected to refer in resolution of a specific emergency. ENGINE FAILURE If an engine failure occurs during the takeoff roll, 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 qu ickly as possible. While gliding toward a ...::;;:}i <)fi/;::. * S PEE 0 6 5 K I A S ~-~~+--+--+-I * PROPElLER WINOMILLING :)ii///:/::::" *FLAPSUP *ZERO WIND oUC-L__L--L__~~==~~==~~==~o 12,000 I- 10,000 u.. z <{ 8000 a: a: w I- w 6000 > 0 co <{ 4000 l- I o w 2000 I Original Issue 2 4 6 8 10 12 14 16 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 18 20 3-11 ------~----.~-----~-.~ SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P 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. 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 65KIAS 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 Original Issue CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) If the optional electric standby vacuum pump is not installed and a complete vacuum system failure occurs during flight, the directional indi- cator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. If an autopilot is installed, it too may be affected. For instance, a 200A autopilot will re- main functional and can be used following a vacuum system failure. How- ever, only the basic wing leveling mode of a 300A will function after a vac- uum failure, but other modes should not be considered usable. Refer to Section 9, Supplements, for additional details concerning autopilot and/or electric standby vacuum pump operation. The following instructions as- sume 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 com- Original Issue 3-13 SECTION 3 EMERGENCYPROCEDURES CESSNA MODEL 172P pass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Apply full rich mixture. 2. Use full carburetor heat. 3. Reduce power to set up a 500 to 800 ft/min rate of descent. 4. Adjust the elevator trim and rudder trim (if installed) for a stabilized descent at 70-80KIAS. 5. Keep hands off the control wheel. 6. Monitor turn coordinator and make corrections by rudder alone. 7. Check trend of compass card movement and make cautious corrections with rudder to stop the turn. 8. Upon breaking out of clouds, resume normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Retard throttle to idle position. 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the hori- zon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS. 4. Adjust the elevator trim control to maintain an 80 KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. Adjust rudder trim (if installed) to relieve unbalanced rudder force. 6. Apply carburetor heat. 7. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 8. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO 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 vertical speed) are suspected, the static pressure alternate source valve should be pulled on, thereby supplying static pressure to 3-14 Original Issue CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES these instruments from the cabin. 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 glass in the face of the vertical speed indicator. With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the alternate static source airspeed calibration table in Section 5, appropriate to vent/window(s) configura- tion. causing the airplane to be flown at the normal operating speeds. Maximum ai.rspeed and altimeter variation from normal is 4knots and 30 feet over the normal operating range with the window(s) closed. With window(s) open, larger variations occur near stall speed. However, maximum altimeter variation remains within 50 feet of normal. SPINS Should an inadvertent spin occur, the following recovery procedure should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC- TION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov- ery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A . SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator 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). Original Issue 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P 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 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 Original Issue CESSNA MODEL 172P SECTION 3 EMERGENCY PROCEDURES 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. 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 -- AC'I1IVATE(if available). WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. 4. Land the airplane as soon as possible to inspect for damage. WING FIRE 1. Landing/Taxi Light Switches -- OFF. 2. Pitot Heat Switch (if installed) -- OFF. 3. Navigation Light Switch -- OFF. 4. 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 outlets to obtain maximum windshield defroster airflow. Adjust cabin air control to get maximum defroster heat and airflow. Original Issue 3-7 ------ .•. -------------- SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P 4. Open the throttle to increase engine speed and minimize ice build- up on propeller blades. 5. Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexplained loss in engine speed could be caused by carburetor ice or air intake filter ice. Lean the mixture for 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 80 to 90 KIAS depending upon the amount of the mt of the accumulation... _. __ . - 12. -peflorm a Iandingln level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Static Pressure Alternate Source Valve (if installed) -- PULL ON. 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 glass in the face of the vertical speed indicator. 2. Airspeed -- Consult appropriate calibration tables in Section 5. LANDING WITH A FLAT MAIN TIRE 1. Approach _C NORMAL. 2. Touchdown -- GOODTIRE FIRST, hold airplane off flat tire as long as possible. 3-8 Original Issue CESSNA MODEL 172P 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 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 defective 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 catego- ries: excessive rate of charge and insufficient rate of charge. The follow- ing 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 if the charge voltage reaches approximately 31.5volts. H the over-voltage sensor malfunctions, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, alternator circuit breaker pulled, 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 Original Issue 3-17 ,SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172P RPM taxi. Under these conditions, the light 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. If the over-voltage sensor should shut down the alternator, or if the alternator output is low, 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,check that the alternator circuit breaker is in, 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 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. Battery power must be conserved for later operation of the wing flaps and, if the emergency occurs at night, for possible use of the landing lights during landing. OTHER EMERGENCIES WINDSHIELD DAMAGE If a bird strike or other incident should damage the windshield in flight to the point of creating an opening, a significant loss in perfor- mance may be expected. This loss may be minimized in some cases (de- pending on amount of damage, altitude, etc.) by opening the side windows while the airplane is maneuvered for a landing at the nearest airport. If airplane performance or other adverse conditions preclude landing at an airport, prepare for an "off airport" landing in accordance with the Pre- cautionary Landing With Engine Power or Ditching checklists. 3-18 Original Issue II r- " CESSNA MODEL 172P 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 WE based on a maximum weight of2550 pounds and may ac be used for any lesser weight. sp Takeoff: Normal Climb Out . Short Field Takeoff, Flaps 100, Speed at 50 Feet Enroute Climb, Flaps Up: Normal, Sea Level . . . . . . Normal, 10,000Feet . . . . . . Best Rate of Climb, Sea Level . Best Rate of Climb, 10,000Feet Best Angle of Climb, Sea Level Best Angle of Climb, 10,000Feet Landing Approach: Normal Approach, Flaps Up Normal Approach, Flaps 30° Short Field Approach, Flaps 300 Balked Landing: Maximum Power, Flaps 200 • • Maximum Recommended Turbulent Air Penetration Speed: 2400 Lbs . 2000 Lbs . 1600Lbs . Maximum Demonstrated Crosswind Velocity: Takeoff or Landing . . . . . . . . . . . \ ximum ever, to tee, the 75-85 K.IAS 57 K.IAS 78-85 K.IAS 70-80KIAS 76 K.IAS 72 KIAS 62KIAS 67KIAS 65-75 KIAS 60-70KIAS 62 K.IAS 60 K.IAS 105 K.IAS 95 KIAS 85 KIAS 15 KNOTS Original Issue 4-3 ---~ ---_~----.~'!'""""".' ... SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P NOTE Visually check airplane for general condition during walk-around inspection. Use of the refueling steps and assist handles (if installed) will simplify access to the upper wing surfaces for visual checks and refueling operations. In cold weather, remove even small accumula- tions 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 4-4 Original Issue SECTION 4 NORMAL PROCEDURES LIST PROCEDURES eTION .ndbook -- AVAILABLE IN THE AIRPLANE. T. -- REMOVE. Ei'F. .eh -- OFF. WARNING the master switch, using an external ulling the propeller through by hand, s if the ignition switch were on. Do not yone else to stand, within the arc of the loose or broken wire or a component ause the propeller to rotate. ators -- CHECK QUANTITY. ng Light -- CHECK ON. .ch -- ON. n -- CHECK AUDIBLY FOR OPERATION. .ch -- OFF. Ei'. ~nate Source Valve (if installed) -- OFF. ,- BOTH. [ECK, lock with key if child's seat is to be oc- - REMOVE. SCONNECT. CHECK freedom of movement and security. I Edge freedom of movement and security. 4-5 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P @RIGHTWING 1. Wing Tie-Down '--DISCONNECT. 2. Main Wheel Tire --.CHECK for proper inflation. 3. Fuel Tank Sump QUick-Drain Valve -- DRAIN at least a cupful of fuel (using sampler 'cup) to check for water, sediment, and proper fuel grade before first flight of day and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling' points. Take repeated samples from all fuel drain points until all contamination has been removed. 4. Fuel Selector Quick-Drain Valve (located on bottom of fuselage) -- DRAIN at least a cupful of fuel (using sampler cup) to check for water, sediment, and proper fuel grade before first flight of day and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points until all contamination has been removed. 5. Fuel Quantity -- CHECK VISUALLY for desired level. 6. Fuel Filler Cap -- SECURE. ®NOSE 1. Engine Oil Dipstick/F'iller Cap -- CHECK oil level, then check dipstick/filler cap SECURE. Do not operate with less than five quarts. Fill to seven quarts for extended flight. 2. Fuel Strainer Drain Knob -- PULL OUT' for at least four seconds to clear strainer of possible water and sediment before first flight of day and after each refueling. Return drain knob full in and check strainer drain CLOSED. If water is observed, perform further draining at all fuel drain points until clear and then gently rock wings and lower tail to the ground to move any additional conta- minants to the sampling points. Take repeated samples from all fuel drain points until all contamination has been removed. .A:;;n.· 3. Propeller and Spinner -- CHECK for nicks and security. 4. Engine Cooling Air Inlets -- CLEAR of obstructions. 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. Fuel Quantity -- CHECK VISUALLY for desired level. 4-6 Original Issue CESSNA MODELl72P SECTION 4 NORMAL PROCEDURES 2. Fuel Filler Cap -- SECURE. 3. Fuel Tank Sump Quick-Drain Valve -- DRAIN at least a cupful of fuel (using sampler cup) to check for water, sediment, and proper fuel grade before first flight of day and after each refueling, If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points until all contamination has been removed. 4. Main Wheel Tire -- CHECK for proper inflation. (]) LEFT WING Leading Edge 1. Pitot Tube Cover -- REMOVE. and check opening for stoppage. 2. Fuel Tank Vent Opening -- CHECK for stoppage., 3. Stall Warning Opening -- CHECK for stoppage. To check the sys- tem, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn will confirm system oper- ation. 4. Wing Tie-Down --DISCONNECT. 5. Landing Light(s) -- CHECK for condition and cleanliness of cover. @LEFT VVING Trailing Edge 1. Aileron -- CHECK for freedom of movement and security. BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE. 2. Passenger Briefing -- COMP'LETE. 3. Seats, Seat Belts, Shoulder Harrrassesv- ADJUST and LOCK. 4. Brakes -- TEST and SET. 5. Avionics Power Switch -- OFF. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics. 6. Circuit Breakers -- CHECK IN. 7. Electrical Equipment, Autopilot (if installed) -- OFF. 8. Fuel Selector Valve -- BOTH. STARTING ENGINE 1. Prime -- AS REQUIRED (2 to 6 strokes; none if engine is warm). 2. Carburetor Heat -- COLD. 3. Throttle -- OPEN 1/8 INCH. 4. Mixture -- RICH~ Original Issue 4-7 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P 5. Propeller Area -- CLEAR. 6. Master Switch -- ON. 7. Ignition Switch -- START (release when engine starts). 8. Oil Pressure -- CHECK. 9. Starter -- CHECK DISENGAGED (if starter were to remain engaged, ammeter would indicate full scale charge with engine running at 1000 RPM). 10. Avionics Power Switch -- ON. 11. Navigation Lights and Flashing Beacon -- ON as required. 12. Radios -- ON. -' BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Seats, Seat Belts, Shoulder Harnesses -- CHECK SECURE. 3. Cabin Doors -- CLOSED and LOCKED. 4. Flight Controls -- FREE and CORRECT. 5. Flight Instruments -- CHECK and SET. 6. Fuel Quantity -- CHECK. 7. Primer -- IN AND LOCKED. .•• 8. Mixture -- RICH. 9. Fuel Selector Valve -- RECHECK BOTH. 10. Elevator Trim and Rudder Trim (if installed) -- SET for takeoff. 11. 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. Suction Gage -- CHECK. d. Engine Instruments and Ammeter -- CHECK. 12. Throttle -- 1000 RPM or LESS. 13. Throttle Friction Lock -- ADJUST. 14. Strobe Lights (if installed) -- AS DESmED. 15. Radios and Avionics -- SET. 16. Autopilot (if installed) -- OFF. 17. Air Conditioner (if installed) -- OFF. 18. Wing Flaps -- SET for takeoff {see Takeoff checklists). 19. Brakes -- RELEASE. T~KE15Fpo.,cl_r' 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. 4-8 Original Issue . , .72P SECTION 4 NORMAL PROCEDURES FIELD TAKEOFF TingFlaps -- 10°. arburetor Heat -- COLD. rakes -- APPLY. hrottle -- FULL OPEN. [ixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). rakes -- RELEASE. levator Control -- SLIGHTLY TAIL LOW. :::l~m~~peed - 57 KlAS (Until all obstacles ~e cleared) - --.- - --- --- UTE CLIMB \.irspeed - 78-85 KlAS NOTE , a maximum performance climb is necessary, use speeds hown in the Rate Of Climb chart in Section 5. hrottle -- FULL OPEN. lixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). ower -- 2100-2700 RPM (no more than 75% is recommended). levator and Rudder Trim (if installed) -- ADJUST. ltxture -- LEAN. ENT 'uel Selector Valve -- BOTH. 'ower -- AS DESIRED. iJ:ixture-- ADJUST for smooth operation (full rich for idle power). :arburetor Heat -- FULL HEAT AS REQUIRED (to prevent arburetor icing). ~E LANDING. eats, Seat Belts, Shoulder Harnesses -- SECURE. 'uel Selector Valve -- BOTH. iixture -- RICH. 'arburetor Heat -- ON (apply full heat before reducing power) . •utopilot (if installed) -- OFF. •ir Conditioner (if installed) -- OFF. Issue 4-9 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P LANDING NORMAL LANDING 1. Airspeed- 65-75KIAS(FlapsUp) 2. WingFlaps- AS DESIRED(0-10degbelow 110KIAS,10-3-deg. )0 below Below85 KIAS 3. Airspeed- 60-70KIAS(flapsDOWN) 7£. -"'ouchCloWn-:'-1VIAIN WHEE'GS"FlRB'F.-- 5. Landing Roll-- LOWER NOSE WHEEL GENTLY. 6. Braking -- MINIMUM REQUIRED, SHORT FIELD LANDING l. Airspeed65-75KIAS (flapsUP) 2. WingFlaps- FULLDOWN(30 degrees) 3. Airspeed 62 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 -- RETRACT TO 20°. 4. Climb Speed -- 55 KlAS. 5. WingFlaps- 10deg, (until obstaclesare cleared)RElRACT SLOWLYafterreachinga safealtitude _ii5KIAS _ AFTER LANDING 1. Carburetor Heat -- COLD. 2. Wing Flaps -- UP. 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 Original Issue CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES PREFLIGHT INSPECTION The Preflight Inspection, described in figure 4-1 and adjacent check- list, is recommended for the first flight of the day. Inspection procedures for subsequent flights are normally limited to brief checks of control surface hinges, fuel and oil quantity, and security of fuel and oil filler caps and draining of the fuel strainer, fuel tank sumps and fuel selector valve. If the airplane has been in extended storage, has had recent major mainte- nance, or has been operated from marginal airports, a more extensive exterior inspection is recommended. After major maintenance has been performed, the flight and trim tab controls should be double-checked for free and correct movement and security. The security of all inspection plates on the airplane should be checked following periodic inspections. If the airplane has been waxed or polished, check the external static pressure source hole for stoppage. If the airplane has been exposed to much ground handling in a crowded hangar, it should be checked for dents and scratches on wings, fuselage, and tail surfaces, as well as damage to navigation and anti-collision lights, and avionics antennas. Outside storage for long periods may result in dust and dirt accumula- tion on the induction air filter, obstructions in airspeed system lines, and condensation in fuel tanks. If any water is detected in the fuel system, the fuel tank sump quick-drain valves, fuel selector quick-drain valve, and fuel strainer drain should all be thoroughly drained again. Then, the wings should be gently rocked and the tail lowered to the ground to move any further contaminants to the sampling points. Repeated samples should be taken from all drain points until all contamination has been removed. If, after repeated sampling, evidence of contamination still exists, the fuel tanks should be completely drained and the fuel system cleaned. Outside storage in windy or gusty areas, or tie-down adjacent to taxiing airplanes, calls for special attention to control surface stops, hinges, and brackets to detect the presence of wind damage. If the airplane has been operated from muddy fields or in snow or slush, check the main and nose gear wheel fairings for obstructions and cleanliness. Operation from a gravel or cinder field will require extra at- tention to propeller tips and abrasion on leading edges of the horizontal tail. Stone damage to the propeller can seriously reduce the fatigue life of the blades. Airplanes that are operated from rough fields, especially at high altitudes, are subjected to abnormal landing gear abuse. Frequently check all components of the landing gear, shock strut, tires, and brakes. If the Original Issue 4-11 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P shock strut is insufficiently extended, undue landing and taxi loads will be subjected on the airplane structure. To prevent loss of fuel in flight, make sure the fuel tank filler caps are tightly sealed after any fuel system check or servicing. Fuel system vents should also be inspected for obstructions, ice or water, especially after exposure to cold, wet weather. 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 COLDWEATHER OPERA- TION paragraphs in this section. After the completion of normal engine starting procedures, it is a good practice to verify that the engine starter has disengaged. If the starter contactor were to stick closed, causing the starter to remain engaged, an excessively high charge indication (full scale at 1000 RPM) would be evident on the ammeter. In this event, immediately shut down the engine and take corrective action prior to flight. TAXIING When taxiing, it is important that speed and use of brakes be held to a 4-12 Original Issue CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES ...;:::::::::::::::::::::.:;.:::::::::: . 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 Original Issue 4-13 ~---- ._------------ ---_._.-_. ---------- ---- SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P 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. 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 BOTHposition. RPM drop should not exceed 125RPM on either magneto or show greater than 50RPM differen- tial between magnetos. If there is a doubt concerning operation of the igni tion 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 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 (1700RPM).The ammeter will remain within a needle width of its initial reading if the alternator and alternator control unit are operating properly. NOTE If landing lights are to be used to enhance the conspicuity of the airplane in the traffic pattern or enroute, it is re- commended that only the taxi light be used. This will ex- tend the service life of the landing light appreciably. , 4-14 Original Issue CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES TAKEOFF POWER CHECK It is important to check full-throttle engine operation early in the takeoff roll. 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 2300 to 2420 RPM with carburetor heat off and mixture leaned to maximum RPM. 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 takeoffs are accomplished with wing flaps 0° - 10°.Using 10° wing flaps reduces the ground roll and total distance over an obstacle by approximately 10 percent. Flap deflections greater than 10° are not approved for takeoff. If 10°wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 60 KIAS is reached. On a short field, 10° wing flaps and an obstacle clearance speed of 56 KIAS should be used. Soft or rough field takeoffs are performed with 10°flaps by lifting the airplane offthe ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to Original Issue 4-15 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P accelerate to a higher climb speed. When departing a soft field with an aft. C.G. loading, the elevator trim should be adjusted towards the nose down direction to give comfortable control wheel forces during the initial climb. 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 3000feet 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 75% power as much as practic- able until a total of 50 hours has accumulated or oil con- sumption has stabilized. Operation at this higher power will ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder re- placement or top overhaul of one or more cylinders. 4-16 Original Issue ".--.- .•.... ---..-~. CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES 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 then leaned further until it drops 25-50RPM.At lower powers it may be necessary to enrichen the mixture slightly to obtain smooth operation. The tachometer is marked with a green arc from 2100 to 2700 RPM with steps at 2450 and 2575 RPM. The use of 2450 RPM provides approxi- mately 75% power at sea level on a standard day. Using 2575 RPM pro- vides approximately 75% power at 5000 feet altitude on a standard day. For a hot day or high altitude conditions, the cruise RPM may be increased to 2700 RPM. Cruise at 2700 RPM permits the use of approximately 75% power at 8500 feet on a standard day. 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 ofheat (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. 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 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG Sea Level 112 13.3 105 14.4 96 15.4 4000 Feet 116 13.8 108 14.8 98 15.7 8000 Feet 120 14.2 111 15.2 100 16.0 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table Original Issue 4-17 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P MIXTURE EXHAUST GAS DESCRIPTION TEMPERATURE RECOMMENDED LEAN 0 (Pilot's Operating Handbook 50 F Rich of Peak EGT and Power Computer) BEST ECONOMY Peak EGT Figure 4-4. EGT Table 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. 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- 4-18 Original Issue CESSNA MODEL 172P SECTION 4 NORMALPROCEDURES 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 172P. 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 4000feet or more above ground level. At least 1000feet 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 6000feet above ground level. In any case, entries should be planned so that recoveries are completed well above the minimum 1500feet above ground level required by FAR 91.71. Another reason for using high altitudes for practicing spins is that a greater field of view is provided which will assist in maintaining pilot orien tation. 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 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 2turns, 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- Original Issue 4-19 DURES CESSNA MODEL 172P ) to three turns or more, the spin will tend to change into :ly to the right. This will be accompanied by an increase ravity loads on the airplane. If this occurs, recovery lished quickly by leveling the wings and recovering . dive. how many turns the spin is held or how it is entered, the y technique should be used: . HAT THROTTLE IS IN IDLE POSITION AND AILER- NEUTRAL. rn HOLD FULL RUDDER OPPOSITE TO THE DIREC- tOTATION. ER THE RUDDER REACHES THE STOP, MOVE THE , WHEEL BRISKLY FORWARD FAR ENOUGH TO tIE STALL. ~SE CONTROL INPUTS UNTIL ROTATION STOPS. nON STOPS, NEUTRALIZE RUDDER, AND MAKE A RECOVERY FROM THE RESULTING DIVE. NOTE .tation precludes a visual determination of the )f rotation, the symbolic airplane in the turn rr may be referred to for this information. aasic airplane rigging or in weight and balance due to .nt or right seat occupancy can cause differences in arty in extended spins. These differences are normal and ations in the spin characteristics and in the spiraling lS of more than 2 turns. However, the recovery technique used and will result in the most expeditious recovery ins with flaps extended are prohibited, since the high occur during recovery are potentially damaging to the reo ING 19 approaches can be made with power-on or power-off ng desired. Surface winds and air turbulence are usually s in determining the most comfortable approach speeds. Original Issue CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES 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 in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads. This 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 61 KIAS with 30° 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 capability as well as aircraft limitations. Operation in direct crosswinds of 15 knots has been demonstrated. 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 Original Issue 4-21 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P the go-around climb, reduce the wing flap setting to 10°and maintain a safe airspeed until the obstacles are cleared. Above 3000feet, 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 Special consideration should be given to the operation of the airplane fuel system during the winter season or prior to any flight in cold temper- atures. Proper preflight draining of the fuel system is especially important and will eliminate any free water accumulation. The use of additives such as isopropyl alcohol or ethylene glycol monomethyl ether may also be de- sirable. Refer to Section 8 for information on the proper use of additives. Cold weather often causes conditions which require special care during airplane operations. Even small accumulations of frost, ice, or snow must be removed, particularly from wing, tail and all control surfaces to assure satisfactory flight performance and handling. Also, control surfaces must be free of any internal accumulations of ice or snow. If snow or slush covers the takeoff surface, allowance must be made for takeoff distances which will be increasingly extended as the snow or slush depth increases. The depth and consistency of this cover can, in fact, prevent takeoff in many instances. 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. WARNING 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. When air temperatures are below 20°F (-6°C), 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 9, Supplements, for Ground Service Plug Receptacle operating details. 4-22 Original Issue CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES Cold weather starting procedures are as follows: With Preheat: 1. Parking Brake -- SET. 2. Ignition Switch -- OFF. 3. Throttle -- CLOSED. 4. Mixture -- IDLE CUT-OFF. 5. Prime -- 4 TO 8 STROKES as the propeller is being turned over by hand. (Use heavy strokes of primer for best atomization of fuel.) CAUTION Caution should be used to ensure the brakes are set or a qualified person is at the controls. 6. Primer -- LOCK. 7. Throttle -- OPEN 1/8 INCH. 8. Mixture -- RICH. 9. Propeller Area -- CLEAR. 10. Master Switch -- ON. 11. Ignition Switch -- START (release to BOTH when engine starts). 12. Oil Pressure -- CHECK. Without Preheat: 1. Parking Brake -- SET. 2. Ignition Switch -- OFF. 3. Throttle -- CLOSED. 4. Mixture -- IDLE CUT-OFF. 5. Prime -- 6 TO 10STROKES as the propeller is being turned overby hand. Leave the primer charged and ready for a stroke. CAUTION Caution should be used to ensure the brakes are set or a qualified person is at the controls. 6. Mixture -- RICH. 7. Propeller Area -- CLEAR. 8. Master Switch -- ON. . 9. Pump throttle rapidly to full open twice. Return to 1/8 inch open position. 10. Ignition Switch -- START (release to BOTH when engine starts). 11. Continue to prime engine until it is running smoothly, or alter- nately, pump throttle rapidly over first 1/4 of total travel. 12. Oil Pressure -- CHECK. Original Issue 4-23 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172P 13. Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. 14. 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), 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°e, avoid using partial car- buretor heat. Partial heat may increase the carburetor air temperature to --, the 0° to 21°e range, where icing is possible 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, 4-24 Original Issue 1'---- '- ------ ---_.--- CESSNA MODEL 172P SECTION 4 NORMAL PROCEDURES NOISE CHARACTERISTICS 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 2000feet 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 they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model 172P at 2400 pounds maximum weight is 73.7 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. Original Issue 4-25/ (4-26 blank) CESSNA MODEL 172P SECTION 5 PERFORMANCE INTRODUCTION Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified power setting. 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 2350 Pounds 40 Gallons TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length 1500 Feet 28°C (16°C above standard) 12 Knot Headwind 3500 Feet Original Issue 5-3 SECTION 5 PERFORMANCE CESSNA MODEL 172P CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute 320 Nautical Miles 5500 Feet 20°C (16°C above standard) 10 Knot Headwind LANDING CONDITIONS Field pressure altitude Temperature Field lengt. 2000 Feet 25°C 3000 Feet TAKEOFF The takeoff distance chart, figure 5-5, 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 2400pounds, pressure altitude of 2000feet and a temperature of 30°C should be used and results in the following: -----...... Ground roll Total distance to clear a 50-foot obstacle 1200Feet 2220 Feet These distances are well within the available takeoff field length. How- ever, 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 9 Knots x 10% = 13% Decrease This results in the following distances, corrected for wind: Ground roll, zero wind Decrease in ground roll (1200 feet x 13%) Corrected ground roll 1200 ~ 1044Feet Total distance to clear a 50-foot obstacle, zero wind Decrease in total distance (2220 feet x 13%) Corrected total distance to clear 50-foot obstacle 2220 1931 Feet I 5-' ~-~~ Original Issue ~-~-~-"-.~ -------~-~- .•.•." -••...._----------- CESSNA MODEL 172P SECTION 5 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 5-8, the range profile charts pre- sented in figure 5-9, and the endurance profile charts presented in figure 5-10. The relationship between power and range is illustrated by the range profile charts. Considerable fuel,savings and longer range result when lower power settings are used. For this sample problem, a cruise power of approximately 65% will be used. The cruise performance chart, figure 5-8,is entered at 6000feet 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 2500RPM, which results in the following: Power True airspeed Cruise fuel flow 66% 112Knots 7.4 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 5-7 and 5-8.For this sample problem, figure 5-7shows that a climb from 2000feet to 6000feet requires 1.6gallons of fuel. The corresponding distance during the climb is 10nautical 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 10%for each 10°Cabove standard temperature, due to the lower rate of climb. In this case, assuming a temperature 16°Cabove standard, the correction would be: 16°C 100Cx 10% = 16% Increase Original Issue 5-5 SECTION 5 PERFORMANCE CESSNA MODEL 172P With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature Increase due to non-standard temperature (1.6 x 16%) Corrected fuel to climb 1.6 0.3 1.9 Gallons Using a similar procedure for the distance to climb results in 12nautical miles. The resultant cruise distance is: Total distance Climb distance Cruise distance 320 -12 308 Nautical Miles With an expected iD knot headwind, the ground speed for cruise is predicted to be: 112 -10 W2Knots Therefore, the time required for the cruise portion of the trip is: 308 Nautical Miles - 30 H 102Knots -. ours The fuel required for cruise is: 3.0 hours )(7.4 gallons/hour = 22.2 Gallons A 45-minute reserve requires: :~ x 7.4 gallons/hour = 5.6 Gallons The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Reserve Total fuel required 1.1 1.9 22.2 5.6 30.8 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel 5-6 Original Issue· CESSNA MODEL 172P SECTION 5 PERFORMANCE 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 5-11 presents landing distance information for the short field technique. The distances corres- ponding to 2000feet and 30°C are as follows: Ground roll Total distance to clear a 50-foot obstacle 610 Feet 1390Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff. DEMONSTRATED OPERATING TEMPERATURE Satisfactory engine cooling has been