CESSNA 172RG / PILOT’S OPERATING HANDBOOK

VS Stalling Speed or the minimum steady flight speed at which the airplane is controllable. VSo Stalling Speed or the minimum steady flight speed at So which the airplane is controllable in the landing configu ration at the most forward center of gravity. VX Best Angle-at-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only VY Best Rate-of-Climb Speed is the speed which results in the Y gr6atest gain in altitude in a given time. METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. It is expressed in either degrees Celsius or degrees Fahrenheit. Standard Temperature is 15 C at sea level pressure altitude and decreases by 20C for each 1000 feet of altitude. ture Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. RPM Revolutions Per Minute is engine speed. MP Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely Fuel used in flight. GPH Gallons Per Hour is the amount of fuel (in gallons) consumed per hour. NMPG Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration. g is acceleration due to gravity. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only WEIGHT AND BALANCE TERMINOLOGY Reference Datum is an imaginary vertical plane from Datum which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (0.0) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc ing the number of digits.) Center of Gravity (CG) is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the Arm airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity Limits locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the Weight weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. Maximum Ramp Weight is the maximum weight approved for ground maneuver. (It includes the weight of start, taxi and runup fuel.) Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run. Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare is the weight of chocks, blocks, stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only SECTION 2 LIMITATIONS CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only TABLE OF CONTENTS Introduction Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits Center Of Gravity Limits Maneuver Limits Flight Load Factor Limits Kinds Of Operation Limits Fuel Limitations Other Limitations Flap Limitations Placards CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 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, with the exception of the bottom of the green and white arcs on the airspeed indicator. These are based on a power-off air speed calibration. If the alternate static source is being used, refer to 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. 3A17 as Cessna Model No. 172RG. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2-1. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2-2. POWER PLANT LIMITATIONS Engine Manufacturer: Avco Lycoming. Engine Model Number: 0-360-FlAB. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 180 BHP rating. Maximum Engine Speed: 2700 RPM. Maximum Cylinder Head Temperature: 5000F (2600C). Maximum Oil Temperature: 2450F (1180C). Oil Pressure, Minimum: *25 psi., Maximum: 100 psi. Fuel Pressure, Minimum: 0.5 psi., Maximum: 8.0 psi. Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: B2D34C220/SOVHA-3.5 Propeller Diameter, Maximum: 76.5 inches. Minimum: 75.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 12.00., High: 26.5g. * 20 psi on airplanes modified by Service Kit SK172-85. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown inf figure 2-3. WEIGHT LIMITS Maximum Ramp Weight: 2658 lbs. Maximum Takeoff Weight: 2650 lbs. Maximum Landing Weight: 2650 lbs. Maximum Weight in Baggage Compartment: Baggage Area 1 - Station 82 to 108: 200 lbs. See note below. Baggage Area 2 - Station 108 to 124: 50 lbs. See note below. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 200 lbs. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CENTER OF GRAVITY LIMITS Center of Gravity Range: Forward: 36.0 inches aft of datum at 1950 lbs. or less, with straight line variation to 39.5 inches aft of datum at 2650 lbs. Aft: 46.5 inches aft of datum at all weights. Moment Change Due To Retracting Landing Gear: +2424 lb-ins. Reference Datum: Front face of firewall. MANEUVER LIMITS This airplane is certificated in the normal 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 steep turns in which the angle of bank is not more than 60 deg. Aerobatic maneuvers, including spins, are not approved. FLIGHT LOAD FACTOR LIMITS Flight Load Factors: *Flaps Up: +3.8 g -1.52g *Flaps Down: +2.0 g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. 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: 33 U.S. gallons each. Total Fuel: 66 U.S. gallons Usable Fuel (all flight conditions): 62 U.S. gallons. Unusable Fuel: 4.0 U.S. gallons. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 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. Operation on either left or right tank is limited to level flight only. With 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank in level flight. 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): 100 LL Grade Aviation Fuel (Blue). 100 (Formerly 100/ 130) Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: Above 2550 Pounds Takeoff Weight: 0 deg. 2550 Pounds Takeoff Weight or Less: 0 deg to 10 deg. Approved Landing Range: 0 deg to 30 deg. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only SECTION 3 EMERGENCY PROCEDURES CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only TABLE OF CONTENTS Introduction Airspeeds For Emergency Operation OPERATIONAL CHECKLISTS Engine Failures Engine Failure During Takeoff Roll Engine Failure Immediately After Takeoff Engine Failure During Flight Forced Landings Emergency Landing Without Engine Power Precautionary Landing With Engine Power Ditching Fires During Start On Ground Engine Fire In Flight Electrical Fire In Flight Cabin Fire Wing Fire Icing Inadvertent Icing Encounter Static Source Blockage (Erroneous Instrument Reading Suspected) Landing Gear Malfunction Procedures Landing Gear Fails To Retract Landing Gear Fails To Extend Gear Up Landing Landing Without Positive Indication Of Gear Locking Landing With A Defective Nose Gear (Or Flat Nose Tire) 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) CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only AMPLIFIED PROCEDURES Engine Failure Forced Landings Landing Without Elevator Control Fires Emergency Operation In Clouds (Vacuum System Failure) Executing A 180 deg 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 Engine-Driven Fuel Pump Failure Low Oil Pressure Landing Gear Malfunction Procedures Retraction Malfunctions Extension Malfunctions Gear Up Landing Electrical Power Supply System Malfunctions Excessive Rate Of Charge Insufficient Rate Of Charge CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minim ized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up - - - - - - - - - 70 KIAS Wing Flaps Down - - - - - - - 65 KIAS Maneuvering Speed: 2650 Lbs - - - - - - - - - - - - -106 KIAS 2250 Lbs - - - - - - - - - - - - - 98 KIAS 1850 Lbs - - - - - - - - - - - - - 89 KIAS Maximum Glide: 2650 Lbs - - - - - - - - - - - - 73 KIAS 2250 Lbs - - - - - - - - - - - - 67 KIAS 1850 Lbs - - - - - - - - - - - - 61 KIAS Precautionary Landing With Engine Power - - - - - - - - - 65 KIAS Landing Without Engine Power: Wing Flaps Up - - - - - - - - - 75 KIAS Wing Flaps Down - - - - - - - 65 KIAS CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE. 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). 2. Mixture - - IDLE CUT-OFF. 3. Fuel Selector Valve - - OFF. 4. Ignition Switch -- OFF. 5. Wing Flaps - - AS REQUIRED (30 deg recommended). 6. Master Switch - - OFF. ENGINE FAILURE DURING FLIGHT 1. Airspeed -- 75 KIAS. 2. Carburetor Heat -- ON. 3. Fuel Selector Valve -- BOTH 4. Mixture - - RICH. 5. Ignition Switch -- BOTH (or START if propeller is stopped). 6. Primer -- IN and LOCKED. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Airspeed -- 75 KIAS (flaps UP). 65 KIAS (flaps DOWN). 2. Mixture - - IDLE CUT-OFF. 3. Fuel Selector Valve - - OFF. 4. Ignition Switch - - OFF. 5. Landing Gear -- DOWN (UP if terrain is rough or soft). 6. Wing Flaps -- AS REQUIRED (300 recommended). CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 7. Doors - - UNLATCH PRIOR TO TOUCHDOWN. 8. Master Switch - - OFF when landing is assured. 9. Touchdown - - SLIGHTLY TAIL LOW. 10. Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 1. Wing Flaps 20 deg. 2. Airspeed -- 65 KIAS. 3. Selected Field - - FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. 4. Electrical Switches -- OFF. 5. Landing Gear - - DOWN (UP if terrain is rough or soft). 6. Wing Flaps - - 30deg (on final approach). 7. Airspeed -- 65 KIAS. 8. Doors - - UNLATCH PRIOR TO TOUCHDOWN. 9. Avionics Power and Master Switches -- OFF. 10. Touchdown -- SLIGHTLY TAIL LOW. 11. Ignition Switch -- OFF. 12. Brakes - - APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700 if transponder is installed. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON. 3. Landing Gear - - UP. 4. Flaps -- 20 deg - 30 deg. 5. Power -- ESTABLISH 300 FT/MIN DESCENT at 60 KIAS. 6. Approach - - High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS. NOTE If no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 100 flaps. 7. Cabin Doors -- UNLATCH. 8. Touchdown - - LEVEL ATTITUDE AT ESTABLISHED DESCENT. 9. Face - - CUSHION at touchdown with folded coat. 10. Airplane -- EVACUATE through cabin doors. If necessary, open windows and flood cabin to equalize pressure so doors can be opened. 11. Life Vests and Raft - - INFLATE. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only FIRES DURING START ON GROUND 1. Cranking - - CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine. If engine starts: 2. Power -- 1700 RPM for a few minutes. 3. Engine - - SHUTDOWN and inspect for damage. If engine fails to start: 4. Throttle - - FULL OPEN. 5. Mixture - - IDLE CUT-OFF. 6. Cranking -- CONTINUE. 7. Fire Extinguisher--OBTAIN (have ground attendants obtain if not installed). 8. Engine -- SECURE. a. Master Switch - - OFF. b. Ignition Switch - - OFF. c. Fuel Selector Valve - - OFF. 9. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dirt. 10. Fire Damage - - INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT 1. Mixture - - IDLE CUT-OFF. 2. Fuel Selector Valve - - OFF. 3. Master Switch -- OFF. 4. Cabin Heat and Air - - OFF (except overhead vents). 5. Airspeed - - 105 KIAS (If fire is not extinguished, increase glide s peed to find an airspeed which will provide an incombustible mixture). 6. Forced Landing - - EXECUTE (as described in Emergency Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Master Switch -- OFF. 2. Avionics Power Switch - - OFF. 3. All Other Switches (except ignition switch) - - OFF. 4. Vents/Cabin Air/Heat -- CLOSED. 5. Fire Extinguisher - - ACTIVATE (if available). CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only WARNING After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continuance of flight: 6. Master Switch -- ON. 7. Circuit Breakers -- CHECK for faulty circuit, do not reset. 8. Radio Switches -- OFF. 9. Avionics Power Switch -- ON. 10. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. 11. Vents/ Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE 1. Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher - - ACTIVATE (if available). 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. Navigation Light Switch -- OFF. 2. Strobe Light Switch (if installed) - - OFF. 3. Pitot Heat 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. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 3. Pull cabin heat and cabin air controls full out and open defroster valves to obtain maximum defroster airflow. 4. Increase engine speed to 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 manifold pressure could be caused by carburetor ice or air intake filter ice. Lean the mixture 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 the 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 ice accumulation. 12. Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Alternate Static Source Valve (if installed) -- PULL ON. 2. Windows -- CLOSED. 3. Airspeed -- Consult appropriate table in Section 5. LANDING GEAR MALFUNCTION PROCEDURES LANDING GEAR FAILS TO RETRACT 1. Master Switch -- ON. 2. Landing Gear Lever -- CHECK (lever full up). 3. Landing Gear and Gear Pump Circuit Breakers -- IN. 4. Gear Up Light -- CHECK. 5. Landing Gear Lever -- RECYCLE. 6. Gear Motor -- CHECK operation (ammeter and noise). LANDING GEAR FAILS TO EXTEND 1. Master Switch .-- ON. 2. Landing Gear Lever -- DOWN. 3. Landing Gear and Gear Pump Circuit Breakers -- IN. 4. Emergency Hand Pump--EXTEND HANDLE, and PUMP (perpen dicular to handle until resistance becomes heavy -- about 35 cycles). CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 5. Gear Down Light -- ON. 6. Pump Handle - - STOW. GEAR UP LANDING 1. Landing Gear Lever -- UP. 2. Landing Gear and Gear Pump Circuit Breakers -- IN. 3. Runway -- SELECT longest hard surface or smooth sod runway available. 4. Wing Flaps - - 300 (on final approach). 5. Airspeed -- 65 KIAS. 6. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 7. Avionics Power and Master Switches -- OFF when landing is assured. 8. Touchdown -- SLIGHTLY TAIL LOW. 9. Mixture -- IDLE CUT-OFF. 10. Ignition Switch -- OFF. 11. Fuel Selector Valve -- OFF. 12. Airplane -- EVACUATE. LANDING WITHOUT POSITIVE INDICATION OF GEAR LOCKING 1. Before Landing Check -- COMPLETE. 2. Approach -- NORMAL (full flap). 3. Landing Gear and Gear Pump Circuit Breakers -- IN. 4. Landing -- TAIL LOW as smoothly as possible. 5. Braking -- MINIMUM necessary. 6. Taxi -- SLOWLY. 7. Engine -- SHUTDOWN before inspecting gear. LANDING WITH A DEFECTIVE NOSE GEAR (Or Flat NoseTire) 1. Movable Load -- TRANSFER to baggage area. 2. Passenger -- MOVE to rear seat. 3. Before Landing Checklist . - COMPLETE. 4. Runway -- HARD SURFACE or SMOOTH SOD. 5. Wing Flaps -- 30 deg 6. Cabin Doors -- UNLATCH PRIOR TO TOUCHDOWN. 7. Avionics Power and Master Switches -- OFF when landing is assured. S. Land - - SLIGHTLY TAIL LOW. 9. Mixture -- IDLE CUT-OFF. 10. Ignition Switch -- OFF. 11. Fuel Selector Valve -- OFF. 12. Elevator Control - - HOLD NOSE OFF GROUND as long as possi ble. 13. Airplane -- EVACUATE as soon as it stops. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only LANDING WITH A FLAT MAIN TIRE I. Approach -- NORMAL (full flap). 2. Touchdown--GOOD TIRE FIRST, hold airplane off flat tire as long as possible with aileron control. 3. Directional Control -- MAINTAIN using brake on good wheel as required. 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. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 1800 gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 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 in the checklist for Emergency Landing Without Engine Power. 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 CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 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. In a forced landing situation, do not turn off the avionics power and master switches until a landing is assured. Premature deactivation of the switches will disable the encoding altimeter and airplane electrical sys tern s. LANDING WITHOUT ELEVATOR CONTROL With airspeed below 130 KIAS, simultaneously select gear down and 100 flaps. Trim for horizontal flight with an airspeed of approximately 70 KIAS by using throttle and elevator trim control. Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusively. At flareout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Conse quently, at flareout, the elevator trim control should be adjusted toward the' 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. EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only EXECUTING A 180 deg 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 180degturn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: 1. Extend landing gear. 2. Apply full rich mixture. 3. Apply full carburetor heat. 4. Reduce power to set up a 500 to 800 ft/mm rate of descent. 5. Adjust the elevator and rudder trim control wheels for a stabilized descent at 80 KIAS. 8. Keep hands off control wheel. 7. Monitor turn coordinator and make corrections by rudder alone. 8. Adjust rudder trim to relieve unbalanced rudder force, if present. 9. Check trend of compass card movement and make cautious corrections with rudder to stop turn. 10. Upon breaking out of clouds, resume normal cruising flight. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed as follows: 1. Close the throttle. 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the indicated 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. Use rudder trim to relieve unbalanced rudder force, if present. 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 alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin. Cabin pressures will vary with open ventila tors or windows and with airspeed. To avoid the possibility of large errors, the windows should not be open when using the alternate static source. 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. A calibration table is provided in SectionS to illustrate the effect of the alternate static source on indicated airspeeds. With the windows closed and the heater and defroster full on, the airspeed indicator may typically read as much as 3 knots slower and the altimeter 35 feet lower in cruise. If the alternate static source must be used for landing, the normal indicated approach speed may be used since the indicated airspeed variations in this configuration are 2 knots or less. SPINS Intentional spins are prohibited in this airplane. Should an inadvert ent spin occur, the following recovery procedure should be used: CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 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 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. ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure 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 eitherL or H 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. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either LB 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. ENGINE-DRIVEN FUEL PUMP FAILURE In the event of an engine-driven fuel pump failure, gravity flow will provide sufficient fuel flow for level or descending flight. However, in a climbing attitude or anytime the fuel pressure drops to 0.5 PSI, the auxiliary fuel pump should be turned on. 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 suinp. 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 engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. LANDING GEAR MALFUNCTION PROCEDURES In the event of possible landing gear retraction or extension malfunc tions, there are several general checks that should be made prior to initiating the steps outlined in the following paragraphs. In analyzing a landing gear malfunction, first check that the master switch is ON and the LDG GEAR and GEAR PUMP circuit breakers are in; reset, if necessary. Also, check both landing gear position indicator lights for operation by "pressing-to-test' the light units and rotating them at the same time to check for open dimming shutters. A burned-out bulb can be replaced in flight by using the bulb from the remaining gear position indicator light. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only RETRACTION MALFUNCTIONS If the landing gear fails to retract normally, or an intermittent GEAR UP indicator light is present, check the indicator light for proper operation and attempt to recycle the landing gear. Place the landing gear lever in the GEAR DOWN position. When the GEAR DOWN light illuminates, reposi tion the gear lever in the GEAR UP position for another retraction attempt. If the GEAR UP indicator light still fails to illuminate, the flight may be continued to an airport having maintenance facilities, if practical. If gear motor operation is audible after a period of one minute following gear lever retraction actuation, pull the GEAR PUMP circuit breaker switch to prevent the electric motor from overheating. In this event, remember to re engage the circuit breaker switch just prior to landing. Intermittent gear motor operation may also be detected by momentary fluctuations of the ammeter needle. EXTENSION MALFUNCTIONS Normal landing gear extension time is approximately 5 seconds. If the landing gear will not extend normally, perform the general checks of circuit breakers and master switch and repeat the normal extension procedures at a reduced airspeed of 100 KIAS. The landing gear lever must be in the down position with the detent engaged. If efforts to extend and lock the gear through the normal landing gear system fail, the gear can be manually extended (as long as hydraulic system fluid has not been completely lost) by use of the emergency hand pump. The hand pump is located between the front seats. A checklist is provided for step-by-step instructions for a manual gear extension. If gear motor operation is audible after a period of one minute following gear lever extension actuation, pull the GEAR PUMP circuit breaker to prevent the electric motor from overheating. In this event, remember to re-engage the circuit breaker just prior to landing. GEAR UP LANDINGS If the landing gear remains retracted or is only partially extended, and all efforts to fully extend it (including manual extension) have failed, plan a wheels-up landing. In preparation for landing, reposition the landing gear lever to GEAR UP and push the LDG GEAR and GEAR PUMP circuit breakers in to allow the landing gear to swing into the gear wells at touchdown. Then proceed in accordance with the checklist. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The paragraphs below 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 31.5 volts. If the over-voltage sensor malfunctions or is improperly adjusted, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, alternator circuit breaker pulled, nones sential electrical equipment turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE Illumination of the low-voltage light and ammeter dis charge indications may occur during low RPM conditions with an electrical load on the system, such as during a low RPM taxi. Under these conditions, the light will go out at 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 circuit breaker should trip, 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 CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only avionics power switch may then be turned back on. If the light illuminates again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of the landing lights and flaps during landing. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only SECTION 4 NORMAL PROCEDURES CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only TABLE OF CONTENTS Introduction Speeds For Normal Operation CHECKLIST PROCEDURES Preflight Inspection Cabin Empennage Right Wing, Trailing Edge Right Wing Nose Left Wing Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Engine Starting Engine Before Takeoff Takeoff Normal Takeoff Short Field Takeoff Enroute Climb Normal Climb Maximum Performance Climb Cruise Descent Before Landing Landing Normal Landing Short Field Landing Balked Landing After Landing Securing Airplane CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only AMPLIFIED PROCEDURES Starting Engine Taxiing Before Takeoff Warm-Up Magneto Check Alternator Check Takeoff Power Check Wing Flap Settings Crosswind Takeoff Landing Gear Retraction Enroute Climb Cruise Leaning With A Cessna Economy Mixture Indicator (EGT) Stalls Before Landing Landing Normal Landing Short Field Landing Crosswind Landing Balked Landing Cold Weather Starting Operation Hot Weather Operation Noise Abatement CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 2650 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used. Takeoff: Normal Climb Out - - - - - - - - - - - - - - - - - - - - - - - -70-80 KIAS Short Field Takeoff, Flaps 0 deg, Speed at 50 Feet - - - - 63 KIAS Enroute Climb, Flaps and Gear Up: Normal - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -85-95 KIAS Best Rate of Climb, Sea Level - - - - - - - - - - - - - - - - - 84 KIAS Best Rate of Climb, 10,000 Feet - - - - - - - - - - - - - - - 77 KIAS Best Angle of Climb. Sea Level - - - - - - - - - - - - - - - - 67 KIAS Best Angle of Climb, 10,000 Feet - - - - - - - - - - - - - - - 68 KIAS Landing Approach: Normal Approach, Flaps Up - - - - - - - - - - - - - - - - - - 65-75 KIAS Normal Approach. Flaps 30 deg - - - - - - - - - - - - - - - 60-70 KIAS Short Field Approach, Flaps 30 deg - - - - - - - - - - - - - 63 KIAS Balked Landing: Maximum Power, Flaps 20 deg - - - - - - - - - - - - - - - - - - 55 KIAS Maximum Recommended Turbulent Air Penetration Speed: 2650 Lbs - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 106 KIAS 2250 Lbs - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 98 KIAS 1850 Lbs - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 89 KIAS Maximum Demonstrated Crosswind Velocity: Takeoff or Landing - - - - - - - - - - - - - - - - - - - - - - - 15 KNOTS CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only PREFLIGHT INSPECTION NOTE Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CHECKLIST PROCEDURES PREFLIGHT INSPECTION 1 CABIN 1. Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. 2. Landing Gear Lever -- DOWN. 3. Control Wheel Lock - - REMOVE. 4. Ignition Switch -- OFF. 5. Avionics Power Switch -- OFF. 6. Master Switch -- ON. WARNING When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow anyone else to stand, within the arc of the propeller, since a loose or broken wire, or a component malfunction, could cause the propeller to rotate. 7. Fuel Quantity Indicators -- CHECK QUANTITY. 8. Landing Gear Position Indicator Light (green) -- ILLUMINATED. 9. Master Switch -- OFF. 10. Fuel Selector Valve -- BOTH. 11. Static Pressure Alternate Source Valve (if installed) -- OFF. 12. Baggage Door -- CHECK for security, lock with key if child's seat is to be occupied. 2 EMPENNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. 3 RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. 4 RIGHT WING 1. Wing Tie-Down -- DISCONNECT. 2. Main Wheel Tire -- CHECK for proper inflation. 3. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- drain valve and fuel selector quick- CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only drain valve (located on bottom of fuselage) to check for water, sediment, and proper fuel grade. 4. Fuel Quantity -- CHECK VISUALLY for desired level. 5. Fuel Filler Cap -- SECURE and vent unobstructed. 5 NOSE 1. Static Source Openings (both sides of fuselage) --CHECK for stoppage. 2. Engine Oil Level -- CHECK. Do not operate with less than five quarts Fill to eight quarts for extended flight. 3. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel selector valve will be necessary. 4. Propeller and Spinner -- CHECK for nicks, security and oil leaks. 5. Landing Lights -- CHECK for condition and cleanliness. 6. Nose Gear Doors -- CHECK for security. 7. Nose Wheel Strut and Tire -- CHECK for proper inflation. S. Nose Tie-Down -- DISCONNECT. 6 LEFT WING 1. Main Wheel Tire -- CHECK for proper inflation. 2. Before first flight of day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade. 3. Fuel Quantity -- CHECK VISUALLY for desired level. 4. Fuel Filler Cap -- SECURE. 7 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 Vane -- CHECK for freedom of movement while master switch is momentarily turned ON (horn should sound when vane is pushed upward). 4. Wing Tie-Down -- DISCONNECT. 8 LEFT WING Trailing Edge 1. Aileron -- CHECK for freedom of movement and security. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE. 2. Seats, Belts, Shoulder Harnesses -- ADJUST and LOOK. 3. Fuel Selector Valve -- BOTH. 4. Avionics Power Switch, Autopilot (if installed), Electrical Equip ment-- OFF. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics. 5. Brakes -- TEST and SET. 6. Cowl Flaps-- OPEN (move lever out of locking hole to reposition). 7. Landing Gear Lever -- DOWN 8. Circuit Breakers -- CHECK IN. STARTING ENGINE Warm Weather 1. Mixture -- RICH. 2. Propeller -- HIGH RPM. 3. Carburetor Heat -- COLD. 4. ThrottLe -- PUMP once or twice; leave open 1/4 inch. If engine is hot, turn auxiliary fuel pump ON during start. 5. Propeller Area -- CLEAR. 6. Master Switch -- ON. 7. Ignition Switch -- START (release when engine starts). 8. Oil Pressure -- CHECK. 9. Flashing Beacon and Navigation Lights -- ON as required. 10. Avionics Power Switch -- ON. 11. Radios -- ON. Cold Weather - With Preheat: 1. With ignition switch OFF and throttle closed, prime the engine two to four strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. 2. Propeller Area -- CLEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Mixture -- FULL RICH. 6. Throttle -- OPEN 1/4 INCH. 7. Ignition Switch -- START. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 8. Release ignition switch to BOTH when engine starts. 9. Oil Pressure -- CHECK. Cold Weather - Without Preheat: 1. Prime the engine four to eight strokes while the propeller is being turned by hand with the throttle closed. Leave the primer charged and ready for a stroke. 2. Propeller Area -- CLEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Mixture -- FULL RICH. 6. Pump throttle rapidly to full open twice. Return to 1/4 inch open position. 7. Ignition Switch -- START. 8. Release ignition switch to BOTH when engine starts. 9. Continue to prime engine until it is running smoothly, or alter nately, pump throttle rapidly over first 1/4 of total travel. 10. Oil Pressure -- CHECK. 11. Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. 12. Primer --LOCK. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. CAUTION Excessive pumping of the throttle may cause raw fuel to accumulate in the intake manifold, 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. BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Cabin Doors -- CLOSED and LOCKED. 3. Flight Controls -- FREE and CORRECT. 4. Flight Instruments -- SET. 5. Fuel Selector Valve -- BOTH. 6. Mixture -- RICH (below 3000 feet). 7. Auxilary Fuel Pump -- ON (check for rise in fuel pressure), then OFF . NOTE In flight, gravity feed will normally supply satisfactory fuel flow if the engine-driven fuel pump should fail. However, if a fuel pump failure causes the fuel pressure to drop below 0.5 PSI, use the auxiliary fuel pump to assure proper engine operation. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 8. Elevator and Rudder Trim -- TAKEOFF. 9. Throttle -- 1800 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). b. Propeller-- CYCLE from high to low RPM; return to high RPM (full in). c. Carburetor Heat -- CHECK (for RPM drop). d. Engine Instruments and Ammeter -- CHECK. e. Suction Gage -- CHECK. 10. Throttle -- 1000 RPM or less. 11. Radios -- SET. 12. Autopilot (if installed) -- OFF. 13. Strobe Lights -- AS DESIRED. 14. Throttle Friction Lock -. ADJUST. 15. Parking Brake -- RELEASE. TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0 deg. 2. Carburetor Heat -- COLD. 3. Power -- FULL THROTTLE and 2700 RPM 4. Elevator Control -- LIFT NOSE WHEEL at 55 KIAS. NOTE When the nose wheel is lifted, the gear motor may run 1-2 seconds to restore hydraulic pressure. 5. Climb speed -- 70 - 80 KIAS. 6. Brakes -- APPLY momentarily when airborne. 7. Landing Gear -- RETRACT in climb out. SHORT FIELD TAKEOFF 1. Wing Flaps -- 0deg. 2. Carburetor Heat -- COLD. 3. Brakes -- APPLY. 4. Power -- FULL THROTTLE and 2700 RPM. 5. Brakes -- RELEASE. 6. Elevator Control -- MAINTAIN SLIGHTLY TAIL-LOW ATTITUDE. 7. Climb Speed -- 63 KIAS until all obstacles are cleared. 8. Landing Gear -- RETRACT after obstacles are cleared. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only ENROUTE CLIMB NORMAL CLIMB 1. Airspeed -- 85-95 KIAS. 2. Power -- 25 INCHES Hg and 2500 RPM. 3. Fuel Selector Valve -- BOTH. 4. Mixture - - FULL RICH (mixture may be leaned above 3000 feet). 5. Cowl Flaps -- OPEN as required. MAXIMUM PERFORMANCE CLIMB 1. Airspeed -- 84 KIAS at sea level to 77 KIAS at 10,000 feet. 2. Power -- FULL THROTTLE and 2700 RPM. 3. Fuel Selector Valve -- BOTH. 4. Mixture -- FULL RICH (mixture may be leaned above 3000 feet). 5. Cowl Flaps -- FULL OPEN. CRUISE 1. Power -- 15-25 INCHES Hg, 2100-2700 RPM (no more than 75% power). 2. Elevator and Budder Trim - - ADJUST. 3. Mixture -- LEAN. 4. Cowl Flaps -- CLOSED. DESCENT 1. Fuel Selector Valve -- BOTH. 2. Power -- AS DESIRED. 3. Carburetor Heat -- FULL HEAT AS REQUIRED to prevent car buretor icing. 4. Mixture - - ENRICHEN as required. 5. Cowl Flaps -- CLOSED 6. Wing Flaps--AS DESIRED (0 - 10 deg below 130 KIAS, 10 - 30 deg below 100 KIAS). NOTE The landing gear may be extended below 140 KIAS to increase the rate of descent. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only BEFORE LANDING 1. Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. 2. Fuel Selector Valve - - BOTH. 3. Landing Gear -- DOWN (below 140 KIAS). 4. Landing Gear -- CHECK (observe main gear down and green indicator light illuminated). 5. Mixture -- RICH. 6. Carburetor Heat -- ON (apply full heat before closing throttle). 7. Propeller -- HIGH RPM. S Autopilot (if installed) -- OFF. LANDING NORMAL LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). 2. Wing Flaps --AS DESIRED (0 - 10 deg below 130 KIAS, 10 - 30 deg below 100 KIAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Trim -- ADJUST. 5. Touchdown -- MAIN WHEELS FIRST. 6. Landing Roll -- LOWER NOSE WHEEL GENTLY. 7. Braking-- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). 2. Wing Flaps -- 30 deg (below 100 KIAS). 3. Airspeed -- MAINTAIN 63 KIAS. 4. Trim -- ADJUST. 5. Power -- REDUCE to idle as obstacle is cleared. 6. Touchdown - - MAIN WHEELS FIRST. 7. Brakes - - APPLY HEAVILY. 8. Wing Flaps - - RETRACT for maximum brake effectiveness. BALKED LANDING 1. Power -- FULL THROTTLE and 2700 RPM. 2. Carburetor Heat -- COLD. 3. Wing Flaps -- RETRACT to 20 deg. 4. Climb Speed -- 55 KIAS. 5. Wing Flaps - - RETRACT slowly after reaching 65 KIAS. 6. Cowl Flaps -- OPEN. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only AFTER LANDING 1. Wing Flaps - - UP. 2. Carburetor Heat -- COLD. 3. Cowl Flaps -- OPEN. SECURING AIRPLANE 1. Parking Brake -- SET. 2. Throttle -- 1000 RPM. 3. Avionics Power Switch, Electrical Equipment -- OFF. 4. Mixture -- IDLE CUT-OFF (pulled full out). 5. Throttle -- CLOSE as RPM drops. 6. Ignition Switch - - OFF. 7. Master Switch -- OFF. 8. Control Lock - - INSTALL. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only AMPLIFIED PROCEDURES STARTING ENGINE Ordinarily the engine starts easily with one or two pumps of the throttle in warm temperatures with the mixture full rich. If the engine is hot, turn the auxiliary fuel pump switch ON just prior to and during engine cranking to suppress possible vapor in the fuel line. Turn the auxiliary fuel pump switch OFF after the engine starts. In cooler weather, use of the primer will facilitate engine starting. NOTE Additional details concerning cold weather starting and operation may be found under GOLD WEATHER OPERA TION paragraphs in this section. 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. Additional priming will be necessary for the next starting attempt. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. 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. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagramligure 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 for smooth engine operation. 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. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only BEFORE TAKEOFF WARM-UP Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full power checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. MAGNETO CHECK The magneto check should be made at 1800 RPM as follows. Move ignition switch first tofl position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flights where verification of proper alternator and 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 lights during the engine runup (1700 RPM). The ammeter will remain within a needle width of the initial reading if the alternator and alternator control unit are operating properly. TAKEOFF POWER CHECK It is important to check takeoff power early in the takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. Full power runups over loose gravel are especially harmful to pro peller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 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 corrected immediately as described in Section 8 under Propeller Care. After full power is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping from a maximum power position. Similar friction lock adjustment should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal and short field takeoffs are accomplished with wing flaps 0 deg. To clear an obstacle, an obstacle clearance speed of 63 KIAS should be used. Soft field takeoffs are performed by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a safer climb speed. At takeoff weights of 2550 pounds or less, 100 flaps may be used if desired for minimum ground runs or takeoffs from soft or rough fields. 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, and 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. LANDING GEAR RETRACTION Landing gear retraction normally is started after reaching the point over the runway where a wheels-down, forced landing on that runway would become impractical. Since the landing gear swings downward approximately two feet as it starts the retraction cycle, damage can result by retracting it before obtaining at least that much ground clearance. Before retracting the landing gear, the brakes should be applied momentarily to stop wheel rotation. Centrifugal force caused by the rapidly-spinning wheel expands the diameter of the tire. If there is an accumulation of mud or ice in the wheel wells, the rotating wheel may rub as it is retracted into the wheel well. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only ENROUTE CLIMB Normal climbs are performed at 85-95 KIAS with flaps up, 25 In. Hg. or full throttle (whichever is less) and 2500 RPM for the best combination of engine cooling, rate of climb and forward visibility. If it is necessary to climb rapidly to clear mountains or reach favorable winds at high altitudes, the best rate-of-climb speed should be used with maximum power. This speed is 84 KIAS at sea level, decreasing to 77 KIAS at 10,000 feet. If an obstruction ahead requires a steep climb angle, a best angle-of- climb speed should be used with landing gear and flaps up and maximum power. This speed is 67 KIAS at sea level, increasing to 68 KIAS at 10,000 feet. The mixture should be full rich during climb at altitudes up to 3000 feet. Above 3000 feet, the mixture may be leaned for increased power and smooth engine operation. With the optional Cessna Economy Mixture Indicator, the mixture may be leaned to maintain the EGT indication corresponding to full rich at 3000 feet. Without an EGT indicator, the mixture may be leaned to momentary engine roughness and then enri chened two full turns at the mixture control knob. Each of these procedures result in approximately the same mixture and will significantly improve high altitude climb performance. CRUISE Normal cruising is performed between 55% and 75% power. The corresponding power settings and 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 a minimum of 75% power until a total of 25 hours has accumulated or oil consumption 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 replacement or top overhaul of one or more cylinders. The Cruise Performance Table, figure 4-3, illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable alti tudes 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. The tachometer is marked with a green arc from 2100 to 2700 RPM with a step at 2500 RPM. The use of 2500 RPM will allow 75% power at altitudes up to 7500 feet on a standard day. For hot day or high altitude conditions, the cruise RPM may be increased to 2700 RPM. Cruise at 2700 RPM permits the use of 75% power at altitudes up to 9000 feet on a standard day. However, for reduced noise levels it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide smooth engine operation. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only The cowl flaps should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green arc). Cruise performance data in this handbook and on the power computer is based on a recommended lean mixture setting which maybe established as follows: 1. Lean the mixture until the engine becomes rough. 2. Enrichen the mixture to obtain smooth engine operation; then further enrichen an equal amount. 75% POWER 65% POWER 55% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG 3000 132 13.2 124 14.2 114 15.0 6000 136 13.6 127 14.6 116 15.3 9000 140 14.0 130 14.9 118 15.6 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table For best fuel economy at 75% power or less, the engine may be operated at the leanest mixture that results in smooth engine operation. This will result in approximately 8% greater range than shown in this handbook accompanied by approximately 3 knots decrease in speed. Any change in altitude, power or carburetor heat will require a change in the recommended lean mixture setting and a recheck of the EGT setting (if installed). Carburetor ice, as evidenced by an unexplained drop in manifold pressure, can be removed by application of full carburetor heat. Upon regaining the original manifold pressure indication (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight. 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 a desired increment based on data in figure 4-4. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only As noted in the table, operation at peak EGT provides best fuel economy. This results in approximately 8% greater range than shown in this handbook accompanied by approximately 3 knots decrease in speed. When leaning the mixture under some conditions, engine roughness may occur before peak EGT is reached. In this case, use the EQT corres ponding to the onset of roughness as the reference point instead of peak EGT. MIXTURE DESCRIPTION EXHAUSTGAS TEMPERATURE RECOMMENDED LEAN (Pilot's OperatingHandbook and Power Computer) 50 F Rich of Peak EGT BEST ECONOMY Peak EGT Figure 4-4. EGT Table 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 GO. positions are presented in Section 5. BEFORE LANDING In view of the relatively low drag of the extended landing gear and the high allowable gear operating speed (140 KIAS), the landing gear should be extended before entering the traffic pattern. This practice will allow more time to confirm that the landing gear is down and locked. As a further precaution, leave the landing gear extended in go-around procedures or traffic patterns for touch-and-go landings. Landing gear extension can be detected by illumination of the gear down indicator light (green), absence of a gear warning horn with the throttle retarded below 12 inches of manifold pressure and/or the wing flaps extended beyond 200, and visual inspection of the main gear position. Should the gear indicator light fail to illuminate, the light should be checked for a burned-out bulb by pushing to test. A burned-out bulb can be replaced in flight with the landing gear up (amber) indicator light. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only LANDING NORMAL LANDING Landings should be made on the main wheels first to reduce the landing speed and the subsequent need for braking in the landing roll. The nose wheel is lowered gently to the runway after the speed has diminished to avoid unnecessary nose gear load. This procedure is especially impor tant in rough field landings. SHORT FIELD LANDING For a short field landing over an obstacle, make a relatively steep, low power approach at 63 KIAS with 30 deg flaps. As the obstacle is cleared. reduce power to idle, maintain 63 KIAS and flare to land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires. CROSSWIND LANDING When landing in a strong crosswind, use the minimum flap setting required for the field length. 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. BALKED LANDING In a balked landing (go-around) climb, the wing flap setting should be reduced to 200 immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. COLD WEATHER OPERATION STARTING Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. In extremely cold (-180C and lower) weather, the use of an external pre heater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and the 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. Cold weather starting procedures are as follows: With Preheat: 1. With ignition switch OFF and throttle closed, prime the engine two to four strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. 2. Propeller Area -- CLEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Mixture -- FULL RICH. 6. Throttle -- OPEN 1/4 INCH. 7. Ignition Switch -- START. 8. Release ignition switch to BOTH when engine starts. 9. Oil Pressure -- CHECK. Without Preheat: 1. Prime the engine four to eight strokes while the propeller is being turned by hand with the throttle closed. Leave the primer charged and ready for a stroke. 2. Propeller Area -- CLEAR. 3. Avionics Power Switch -- OFF. 4. Master Switch -- ON. 5. Mixture -- FULL RICH. 6. Pump throttle rapidly to full open twice. Return to 1/4 inch open position. 7. Ignition Switch -- START. 8. Release ignition switch to BOTH when engine starts. 9. Continue to prime engine until it is running smoothly, or alter nately, pump throttle rapidly over first 1/4 of total travel. 10. Oil Pressure -- CHECK. 11. Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. 12. Primer --LOCK. NOTE CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 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 Excessive pumping of the throttle may cause raw fuel to accumulate in the intake manifold, 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. OPERATION 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 nomal and steady, the airplane is ready for takeoff. Rough engine operation in cold weather can be caused by a combina tion of an inherently leaner mixture due to the dense air and poor vaporization and distribution of the fuel-aft mixture to the cylinders. The effects of these conditions are especially noticeable during operation on one magneto in ground checks where only one spark plug fires in each cylinder. For optimum operation of the engine in cold weather, the appropriate use of carburetor heat may be necessary. The following procedures are indicated as a guideline: 1. Use the minimum carburetor heat required for smooth operation in takeoff, climb, and cruise. NOTE Care should be exercised when using partial carburetor heat to avoid icing. Partial heat may raise the carburetor air temperature to 00 to 2100 range where icing is critical under certain atmospheric conditions. 2. If the airplane is equipped with a carburetor air temperature gage. it can be used as a reference in maintaining carburetor air temperature at or slightly above the top of the yellow arc by application of carburetor heat. HOT WEATHER OPERATION The general warm temperature starting information in this section is appropriate. Avoid prolonged engine operation on the ground. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures and thereby tend to build public support for aviation: 1. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. 2. During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model 172RG at 2650 pounds maximum weight is 73.9 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. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only SECTION 5 PERFORMANCE CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only TABLE OF CONTENTS Introduction Use of Performance Charts Sample Problem Takeoff Cruise Fuel Required Landing Demonstrated Operating Temperature Figure 5-1, Airspeed Calibration - Normal Static Source Airspeed Calibration - Alternate Static Source Figure 5-2, Temperature Conversion Chart Figure 5-3, Stall Speeds Figure 5-4, Takeoff Distance - 2650 Lbs Takeoff Distance - 2500 Lbs And 2300 Lbs Figure 5-5, Maximum Rate Of Climb Figure 5-6, Time, Fuel, And Distance To Climb - Maximum Rate Of Climb Time, Fuel, And Distance To Climb - Normal Climb Figure 5-7, Cruise Performance - 2000 Feet Cruise Performance - 4000 Feet Cruise Performance - 6000 Feet Cruise Performance - 8000 Feet Cruise Performance - 10,000 Feet Cruise Performance - 12,000 Feet Figure 5-8, Range Profile - 44 Gallons Fuel Range Profile - 62 Gallons Fuel Figure 5-9, Endurance Profile - 44 Gallons Fuel Endurance Profile - 62 Gallons Fuel Figure 5-10, Landing Distance 5-27 CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only 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 cruise power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus trate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight 2600 Pounds Usable fuel 44 Gallons TAKEOFF CONDITIONS Field pressure altitude 1500 Feet Temperature 28 C (16 C above standard) Wind component along runway 12 Knot Headwind Field length 3500 Feet CRUISE CONDITIONS Total distance 425 Nautical Miles Pressure altitude 7500 Feet Temperature 16 C (16 C above standard) Expected wind enroute 10 Knot Headwind CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only LANDING CONDITIONS Field pressure altitude 2000 Feet Temperature 25 C Field length 3000 Feet TAKEOFF The takeoff distance chart, figure 5-4. should be consulted, keeping in mind that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a weight of 2650 pounds. pressure altitude of 2000 feet and a temperature of 30 C should be used and results in the following: Ground roll 1410 Feet Total distance to clear a 50-foot obstacle 2380 Feet These distances are well within the available takeoff field length. However, a correction for the effect of wind may be made based on NoteS of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots X 10% = 13% Decrease 9 Knots This results in the following distances, corrected for wind: Ground roll, zero wind 1410 Decrease in ground roll (1410 feet 13%) - 183 Corrected ground roll 1227 Feet Total distance to clear a 50-foot obstacle, zero wind 2380 Decrease in total distance (2380 feet x 13%) - 309 Corrected total distance to clear 50-foot obstacle 2071 Feet CRUISE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be deter mined based on several considerations. These include the cruise perfor mance characteristics presented in figure 5-7, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. For this sample problem, a cruise power of approximately 65% will be used. The cruise performance chart for 8000 feet pressure altitude is entered using 20 C above standard temperature. These values most nearly corres pond to the planned altitude and expected temperature conditions. The power setting chosen is 2300 RPM and 22 inches of manifold pressure, which results in the following: Power 65% True airspeed 132 Knots Cruise fuel flow 8.8 GPH The power computer may be used to determine power and fuel consump tion more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem. figure 5-6 shows that a normal climb from 2000 feet to 8000 feet requires 2.4 gallons of fuel. The corresponding distance during the climb is 20 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by 10% for each 10 C above standard temperature. dueto the lower rate of climb. In this case, assuming a temperature 16 C above standard, the correction would be: 16 C x 10% = 16% Increase 10 C With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature 2.4 Increase due to non-standard temperature (2.4 X 16%) 0.4 Corrected fuel to climb 2.8 Gallons Using a similar procedure for the distance during climb results in 23 nautical miles. The resultant cruise distance is: Total distance 425 Climb distance -23 Cruise distance 402 Nautical Miles CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 132 -10 122 Knots T herefore, the time required for the cruise portion of the trip is: 402 Nautical Miles = 3.3 Hours 122 Knots The fuel required for cruise is: 3.3 hours x 8.8 gallons/hour = 29.0 Gallons A 45-minute reserve requires: 45 X 8.8 gallons per hour = 6.6 Gallons 60 The total estimated fuel required is as follows: Engine start, taxi, and takeoff 1.4 Climb 2.8 Cruise 29.0 Reserve 6.6 Total fuel required 39.8 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-10 presents landing distance information for the short field technique. The distances corresponding to 2000 feet pressure altitude and a temperature of 30 C are as follows: Ground roll 705 Feet Total distance to clear a 50-foot obstacle 1465 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff. DEMONSTRATED OPERATING TEMPERATURE Satisfactory engine cooling has been demonstrated for this airplane with an outside air temperature 23 C above standard. This is not to be considered as an operating limitation. Reference should be made to Section 2 for engine operating limitations. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only SECTION 6 WEIGHT & BALANCE / EQUIPMENT LIST CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only TABLE OF CONTENTS Introduction Airplane Weighing Procedures Weight And Balance Baggage Tie-Down Fig. 6-3 Loading Arrangements Fig 6-4 Cabin Dimensions / CG Stations Fig 6-5 Sample Loading Ghart Fig 6-6 Loading Graph Fig 6-7 CG Moment Envelope Figure 6-8 CG Limits CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only INTRODUCTION This section describes the procedure for establishing the basic empty weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment for various operations are also provided. A comprehensive list of all Cessna equip ment available for this airplane is included at the back of this section. It should be noted that specific information regarding the weight, arm, moment and installed equipment list for this airplane can only be found in the appropriate weight and balance records carried in the airplane. It is the responsibility of the pilot to ensure that the airplane is loaded properly. AIRPLANE WEIGHING PROCEDURES 1. Preparation: a. Inflate tires to recommended operating pressures. b. Remove the fuel tank sump quick-drain fittings and fuel selector valve quick- drain fitting to drain all fuel. c. Remove oil sump drain plug to drain all oil. d. Move sliding seats to the most forward position. e. Raise flaps to the fully retracted position. f. Place all control surfaces in neutral position. 2. Leveling: a. Place scales under each wheel (minimum scale capacity, 1000 pounds). b. Deflate the nose tire and/or lower or raise the nose strut to properly center the bubble in the level (see figure 6-1). 3. Weighing: a. With the airplane level and brakes released, record the weight shown on each scale. Deduct the tare, if any, from each reading. 4. Measuring: a. Obtain measurement A by measuring horizontally (along the airplane center line) from a line stretched between the main wheel centers to a plumb bob dropped from the firewall. b. Obtain measurement B by measuring horizontally and paral lel to the airplane center line, from center of nose wheel axle, left side, to a plumb bob dropped from the line between the main wheel centers. Repeat on right side and average the measure ments. 5. Using weights from item 3 and measurements from item 4, the airplane weight and 0.0. can be determined. 6. Basic Empty Weight may be determined by completing figure 6-1. CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only WEIGHT AND BALANCE The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure weight and balance, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane, and enter them in the column titled YOUR AIRPLANE on the Sample Loading Problem. NOTE In addition to the basic empty weight and moment noted on these records, the C.G. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The moment which is shown must be divided by 1000 and this value used as the moment/ 1000 on the loading problem. Use the Loading Graph to determine the moment/ 1000 for each additional item to be carried; then list these on the loading problem. NOTE Loading Graph information for the pilot, passengers and baggage is based on seats positioned for average occu pants and baggage loaded in the center of CESSNA 172RG / PILOT’S OPERATING HANDBOOK For Flight Training Reference Only the baggage areas as shown on the Loading Arrangements diagram. F