CESSNA MODEL 172S NAV III GFC 700 AFCS

Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6 Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6 Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 Oil Specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 Oil Capacity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7 Maximum Certificated Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8 Weight In Baggage Compartment - Normal Category. . . . . . . . . . 1-8 Weight In Baggage Compartment - Utility Category . . . . . . . . . . . 1-8 Standard Airplane Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9 Cabin And Entry Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9 Baggage Space And Entry Dimensions . . . . . . . . . . . . . . . . . . . . 1-9 Specific Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9 Symbols, Abbreviations And Terminology . . . . . . . . . . . . . . . . . . . . 1-10 General Airspeed Terminology And Symbols . . . . . . . . . . . . . . . 1-10 Meteorological Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11 Engine Power Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11 Airplane Performance And Flight Planning Terminology. . . . . . . 1-13 Weight And Balance Terminology . . . . . . . . . . . . . . . . . . . . . . . . 1-14 Metric/Imperial/U.S. Conversion Charts. . . . . . . . . . . . . . . . . . . . . . 1-16 Weight Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17 Length Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-19 Distance Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-23 Volume Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-24 Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27 Pressure Conversion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-28 Volume To Weight Conversion . . . . . . . . . . . . . . . . . . . . . . . . . . 1-29 Quick Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-30 1-1/1-2 172SPHBUS-00 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. THREE VIEW - NORMAL GROUND ATTITUDE Figure 1-1* (Sheet 1 of 2) 1-3 172SPHBUS-02 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. THREE VIEW - NORMAL GROUND ATTITUDE NOTE • Wing span shown with standard strobe lights installed. • Wheel base length is 65.0 inches. • Propeller ground clearance is 11.25 inches. • Wing area is 174.0 square feet. • Minimum turning radius (*pivot point to outboard wing tip) is 27.0 feet, 5.50 inches. • Normal ground attitude is shown with nose strut showing approximately 2 inches of strut, and wings level. Figure 1-1 (Sheet 2) 172SPHBUS-00 1-4 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. INTRODUCTION This POH contains 9 sections, and includes the material required to be furnished to the pilot by 14 CFR 23. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1 Engine Manufacturer: Textron Lycoming Engine Model Number: IO-360-L2A Engine Type: Normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, four cylinder engine with 360.0 cu. in. displacement. Horsepower Rating and Engine Speed: 180 rated BHP at 2700 RPM PROPELLER Propeller Manufacturer: McCauley Propeller Systems Propeller Model Number: 1A170E/JHA7660 Number of Blades: 2 Propeller Diameter: 76 inches Propeller Type: Fixed pitch (Continued Next Page) 1-5 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. DESCRIPTIVE DATA (Continued) FUEL WARNING USE OF UNAPPROVED FUELS MAY RESULT IN DAMAGE TO THE ENGINE AND FUEL SYSTEM COMPONENTS, RESULTING IN POSSIBLE ENGINE FAILURE. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue) 100 Grade Aviation Fuel (Green) NOTE Isopropyl alcohol or Diethylene Glycol Monomethyl Ether (DiEGME) may be added to the fuel supply. Additive concentrations shall not exceed 1% for isopropyl alcohol or 0.10% to 0.15% for DiEGME. Refer to Section 8 for additional information. FUEL CAPACITY Total Capacity . . . . . . . . . . . . . . . . . . . . . . . . . .56.0 U.S. GALLONS Total Usable . . . . . . . . . . . . . . . . . . . . . . . . . . . .53.0 U.S. GALLONS Total Capacity Each Tank . . . . . . . . . . . . . . . . .28.0 U.S. GALLONS Total Usable Each Tank . . . . . . . . . . . . . . . . . . .26.5 U.S. GALLONS NOTE To ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wings level, normal ground attitude and place the fuel selector in the LEFT or RIGHT position. Refer to Figure 1-1 for normal ground attitude dimensions. (Continued Next Page) 172SPHBUS-00 1-6 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. DESCRIPTIVE DATA (Continued) OIL OIL SPECIFICATION MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil: Used when the airplane was delivered from the factory and should be used to replenish the supply during the first 25 hours. This oil should be drained and the filter changed after the first 25 hours of operation. Refill the engine with MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil and continue to use until a total of 50 hours has accumulated or oil consumption has stabilized. MIL-L-22851 or SAE J1899 Aviation Grade Ashless Dispersant Oil: Oil conforming to Textron Lycoming Service Instruction No 1014, and all revisions and supplements thereto, must be used after first 50 hours or oil consumption has stabilized. Recommended viscosity for temperature range: NOTE When operating temperatures overlap, use the lighter grade of oil. OIL CAPACITY Sump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 U.S. QUARTS Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 U.S. QUARTS (Continued Next Page) Temperature MIL-L-6082 or SAE J1966 Straight Mineral Oil SAE Grade MIL-L-22851 or SAE J1899 Ashless Dispersant Oil SAE Grade Above 27°C (80°F) 60 60 Above 16°C (60°F) 50 40 or 50 -1°C (30°F) to 32°C (90°F) 40 40 -18°C (0°F) to 21°C (70°F) 30 30, 40 or 20W-40 Below -12°C (10°F) 20 30 or 20W-30 -18°C (0°F) to 32°C (90°F) 20W-50 20W-50 or 15W-50 All Temperatures --- 15W-50 or 20W-50 1-7 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. DESCRIPTIVE DATA (Continued) MAXIMUM CERTIFICATED WEIGHTS Ramp Weight: Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2558 POUNDS Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2208 POUNDS Takeoff Weight: Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2550 POUNDS Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2200 POUNDS Landing Weight: Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2550 POUNDS Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2200 POUNDS WEIGHT IN BAGGAGE COMPARTMENT, NORMAL CATEGORY Baggage Area A (Station 82 to 108). . . . . . . . . . . . . . . . . 120 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to note below. Baggage Area B (Station 108 to 142). . . . . . . . . . . . . . . . . 50 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to note below. NOTE The maximum allowable combined weight capacity for baggage in areas A and B is 120 pounds. WEIGHT IN BAGGAGE COMPARTMENT, UTILITY CATEGORY In this category, the rear seat must not be occupied and the baggage compartment must be empty. (Continued Next Page) 172SPHBUS-00 1-8 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. DESCRIPTIVE DATA (Continued) STANDARD AIRPLANE WEIGHTS Standard Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . 1663 POUNDS Maximum Useful Load, Normal Category . . . . . . . . . . . . 895 POUNDS Maximum Useful Load, Utility Category. . . . . . . . . . . . . . 545 POUNDS CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.7 lbs/sq. ft. Power Loading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.2 lbs/HP 1-9 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. KIAS Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. KTAS Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. VA Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used without overstressing the airframe. VFE Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. VNO Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. VNE Never Exceed Speed is the speed limit that may not be exceeded at any time. VS Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable. VSO Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable in the landing configuration at the most forward center of gravity. Vx Best Angle of Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. VY Best Rate of Climb Speed is the speed which results in the greatest gain in altitude in a given time. (Continued Next Page) 172SPHBUS-00 1-10 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. It may be expressed in either degrees Celsius or degrees Fahrenheit. Standard Temperature Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 1000 feet of altitude. Pressure Altitude Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP Brake Horsepower is the power developed by the engine. RPM Revolutions Per Minute is engine speed. Static RPM Static RPM is engine speed attained during a full throttle engine runup when the airplane is on the ground and stationary. Lean Mixture Decreased proportion of fuel in the fuel-air mixture supplied to the engine. As air density decreases, the amount of fuel required by the engine decreases for a given throttle setting. Adjusting the fuel-air mixture to provide a smaller portion of fuel is known as "leaning" the mixture. (Continued Next Page) 1-11 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) ENGINE POWER TERMINOLOGY (Continued) Rich Mixture Increased proportion of fuel in the fuel-air mixture supplied to the engine. As air density increases, the amount of fuel required by the engine increases for a given throttle setting. Adjusting the fuel-air mixture to provide a greater portion of fuel is known as "richening" the mixture. Full Rich Mixture control full forward (pushed in, full control travel, toward the panel). Idle Cutoff Mixture control full aft (pulled out, full control travel, away from the panel). Full Throttle Throttle full forward (pushed in, full control travel, toward the panel). Also known as "full open" throttle. Closed Throttle Throttle full aft (pulled out, full control travel, away from the panel). Also known as the throttle "idle" position. (Continued Next Page) 172SPHBUS-00 1-12 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demonstrated Crosswind Velocity 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 Usable Fuel is the fuel available for flight planning. Unusable Fuel Unusable Fuel is the quantity of fuel that can not be safely used in flight. GPH Gallons Per Hour is the amount of fuel consumed per hour. NMPG Nautical Miles Per Gallon is the distance which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration. g g is acceleration due to gravity. Course Datum Course Datum is the compass reference used by the autopilot, along with course deviation, to provide lateral control when tracking a navigation signal. (Continued Next Page) 1-13 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) WEIGHT AND BALANCE TERMINOLOGY Reference Datum Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this POH to simplify balance calculations by reducing the number of digits.) Center of Gravity (C.G.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. C.G. Arm Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. C.G. Limits Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. (Continued Next Page) 172SPHBUS-00 1-14 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. SYMBOLS, ABBREVIATIONS AND TERMINOLOGY (Continued) WEIGHT AND BALANCE TERMINOLOGY (Continued) Basic Empty Weight Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load Useful Load is the difference between ramp weight and the basic empty weight. MAC MAC (Mean Aerodynamic Chord) is a chord of an imaginary rectangular airfoil having the same pitching moments throughout the flight range as that of the actual wing. Maximum Ramp Weight Maximum Ramp Weight is the maximum weight approved for ground maneuver, and includes the weight of fuel used for start, taxi and runup. Maximum Takeoff Weight Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. Maximum Landing Weight Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare 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. 1-15 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. METRIC/IMPERIAL/U.S. CONVERSION CHARTS The following charts have been provided to help international operators convert U.S. measurement supplied with the Pilot’s Operating Handbook into metric and imperial measurements. The standard followed for measurement units shown is the National Institute of Standards Technology (NIST), Publication 811, "Guide for the Use of the International System of Units (SI)." Please refer to the following pages for these charts. 172SPHBUS-00 1-16 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. WEIGHT CONVERSIONS Figure 1-2 (Sheet 1 of 2) 1-17 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. WEIGHT CONVERSIONS Figure 1-2 (Sheet 2) 172SPHBUS-00 1-18 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. LENGTH CONVERSIONS Figure 1-3 (Sheet 1 of 4) 1-19 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. LENGTH CONVERSIONS Figure 1-3 (Sheet 2) 172SPHBUS-00 1-20 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. LENGTH CONVERSIONS Figure 1-3 (Sheet 3) 1-21 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. LENGTH CONVERSIONS Figure 1-3 (Sheet 4) 172SPHBUS-00 1-22 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. DISTANCE CONVERSIONS Figure 1-4 1-23 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. VOLUME CONVERSIONS Figure 1-5 (Sheet 1 of 3) 1-24 172SPHBUS-00 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. VOLUME CONVERSIONS Figure 1-5 (Sheet 2) 1-25 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. VOLUME CONVERSIONS Figure 1-5 (Sheet 3) 1-26 172SPHBUS-00 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. TEMPERATURE CONVERSIONS Figure 1-6 1-27 172SPHBUS-00 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. PRESSURE CONVERSION HECTOPASCALS TO INCHES OF MERCURY Figure 1-7 172SPHBUS-00 1-28 CESSNA SECTION 1 MODEL 172S NAV III GENERAL GFC 700 AFCS U.S. VOLUME TO WEIGHT CONVERSION Figure 1-8 172SPHBUS-00 1-29 SECTION 1 CESSNA GENERAL MODEL 172S NAV III GFC 700 AFCS U.S. QUICK CONVERSIONS Figure 1-9 172SPHBUS-00 1-30 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED OPERATING LIMITATIONS TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4 Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5 Powerplant Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6 Powerplant Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7 Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 Maximum Weight in Baggage Compartment - Normal Category . 2-8 Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8 Maximum Weight in Baggage Compartment - Utility Category . . . 2-8 Center Of Gravity Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9 Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 Flight Load Factor Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11 Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11 Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11 Kinds Of Operations Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12 Kinds Of Operations Equipment List . . . . . . . . . . . . . . . . . . . . . . 2-13 Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18 Flap Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18 System Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19 Aux Audio System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19 12V Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19 G1000 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20 Garmin GFC 700 AFCS (if installed) . . . . . . . . . . . . . . . . . . . . . . 2-21 Terrain Awareness and Warning System (TAWS-B) . . . . . . . . . . 2-22 Placards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23 172SPHBUS-00 2-1/2-2 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED 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 Supplements, 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. • The airspeeds listed in Figure 2-1, Airspeed Limitations, and Figure 2-2, Airspeed Indicator Markings, are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. The Cessna Model No. 172S is certificated under FAA Type Certificate No. 3A12. 172SPHBUS-00 2-3 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in Figure 2-1. Maneuvering speeds shown apply to normal category operations. The utility category maneuvering speed is 98 KIAS at 2200 pounds. AIRSPEED LIMITATIONS SYMBOL SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 160 163 Do not exceed this speed in any operation. V NO Maximum Structural Cruising Speed 126 129 Do not exceed this speed except in smooth air, and then only with caution. VA Maneuvering Speed: 2550 Pounds 2200 Pounds 1900 Pounds 102 95 88 105 98 90 Do not make full or abrupt control movements above this speed. VFE Maximum Flap Extended Speed: FLAPS 10° FLAPS 10° to FULL 107 85 110 85 Do not exceed this speed with flaps down. ----- Maximum Window Open Speed 160 163 Do not exceed this speed with windows open. Figure 2-1 172SPHBUS-00 2-4 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in Figure 2-2. AIRSPEED INDICATOR MARKINGS MARKING KIAS VALUE OR RANGE SIGNIFICANCE Red Arc* 20 - 40 Low airspeed warning. White Arc 40 - 85 Full Flap Operating Range. Lower limit is maximum weight V SO in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 48 - 129 Normal Operating Range. Lower limit is maximum weight V S1 at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc 129 - 163 Operations must be conducted with caution and only in smooth air. Red Line 163 Maximum speed for all operations. *G1000 airspeed indicator only. Figure 2-2 172SPHBUS-00 2-5 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED POWERPLANT LIMITATIONS Engine Manufacturer: Textron Lycoming Engine Model Number: IO-360-L2A Maximum Power: 180 BHP Rating Engine Operating Limits for Takeoff and Continuous Operations: Maximum Engine Speed:. . . . . . . . . . . . . . . . . . . . . . . . . .2700 RPM NOTE The static RPM range at full throttle is 2300 - 2400 RPM. Maximum Oil Temperature: . . . . . . . . . . . . . . . . . . . . .245°F (118°C) Oil Pressure, Minimum: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 PSI Oil Pressure, Maximum: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 PSI CAUTION ENGINE OPERATION WITH INDICATED OIL PRESSURE BELOW THE GREEN BAND RANGE WHILE IN CRUISE OR CLIMB CONFIGURATION IS CONSIDERED ABNORMAL. REFER TO SECTION 3, AMPLIFIED EMERGENCY PROCEDURES, "LOW OIL PRESSURE". Fuel Grade: Refer to Fuel Limitations Oil Grade (Specification): MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil or MIL-L-22851 or SAE J1899 Ashless Dispersant Oil. Oil must comply with the latest revision and/or supplement for Textron Lycoming Service Instruction No. 1014, must be used. Propeller Manufacturer: McCauley Propeller Systems Propeller Model Number: 1A170E/JHA7660 Propeller Diameter: Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 INCHES Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 INCHES 172SPHBUS-01 2-6 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED POWERPLANT INSTRUMENT MARKINGS Powerplant instrument markings and their color code significance are shown in Figure 2-3. Operation with indications in the red range is prohibited. Avoid operating with indicators in the yellow range. POWERPLANT INSTRUMENT MARKINGS INSTRUMENT RED LINE (MIN) RED ARC (LWR) YELLOW ARC GREEN ARC (NORMAL OPERATING RANGE) RED ARC (UPR) Tachometer Sea Level 5000 Feet 10,000 Feet ---- ---- ---- 2100 to 2500 2100 to 2600 2100 to 2700 RPM 2700* to 3000 RPM Cylinder Head Temperature ---- ---- ---- 200 to 500°F ---- Oil Temperature ---- ---- ---- 100 to 245°F 245* to 250°F Oil Pressure ---- 0 to 20 PSI ---- 50 to 90 PSI 115* to 120 PSI Fuel Quantity 0 (1.5 Gallons Unusable Each Tank) ---- 0 to 5 Gallons 5 to 24 Gallons ---- Fuel Flow ---- ---- ---- 0 to 12 GPH ---- Vacuum Indicator ---- ---- ---- 4.5 to 5.5 in.hg. ---- *Maximum operating limit is lower end of red arc. Figure 2-3 172SPHBUS-00 2-7 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED WEIGHT LIMITS NORMAL CATEGORY Maximum Ramp Weight: . . . . . . . . . . . . . . . . . . . . . . 2558 POUNDS Maximum Takeoff Weight: . . . . . . . . . . . . . . . . . . . . . 2550 POUNDS Maximum Landing Weight: . . . . . . . . . . . . . . . . . . . . 2550 POUNDS MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT - NORMAL CATEGORY: Baggage Area A - Station 82 to 108: . . . . . . . . . . . . . 120 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to note below. Baggage Area B - Station 108 to 142: . . . . . . . . . . . . . 50 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to note below. NOTE The maximum allowable combined weight capacity for baggage in areas A and B is 120 pounds. UTILITY CATEGORY Maximum Ramp Weight: . . . . . . . . . . . . . . . . . . . . . . 2208 POUNDS Maximum Takeoff Weight: . . . . . . . . . . . . . . . . . . . . . 2200 POUNDS Maximum Landing Weight: . . . . . . . . . . . . . . . . . . . . 2200 POUNDS MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT - UTILITY CATEGORY: The baggage compartment must be empty and rear seat must not be occupied. 172SPHBUS-00 2-8 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center Of Gravity Range: Forward: 35.0 inches aft of datum at 1950 pounds or less, with straight line variation to 41.0 inches aft of datum at 2550 pounds. Aft: 47.3 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. UTILITY CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 pounds or less, with straight line variation to 37.5 inches aft of datum at 2200 pounds. Aft: 40.5 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. 172SPHBUS-00 2-9 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for non aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. NORMAL CATEGORY MANEUVERS AND RECOMMENDED ENTRY SPEED* Chandelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KNOTS Lazy Eights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KNOTS Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KNOTS Stalls (Except Whip Stalls) . . . . . . . . . . . . . . . . . . .Slow Deceleration * Abrupt use of the controls is prohibited above 105 KNOTS. UTILITY CATEGORY This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. In the utility category, the rear seat must not be occupied and the baggage compartment must be empty. UTILITY CATEGORY MANEUVERS AND RECOMMENDED ENTRY SPEED* Chandelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KNOTS Lazy Eights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KNOTS Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 KNOTS Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Slow Deceleration Stalls (Except Whip Stalls) . . . . . . . . . . . . . . . . . . .Slow Deceleration * Abrupt use of the controls is prohibited above 98 KNOTS. (Continued Next Page) 172SPHBUS-00 2-10 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED MANEUVER LIMITS (Continued) UTILITY CATEGORY (Continued) Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY Flight Load Factors (Maximum Takeoff Weight - 2550 POUNDS): *Flaps UP: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+3.8g, -1.52g *Flaps FULL: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.0g UTILITY CATEGORY Flight Load Factors (Maximum Takeoff Weight - 2200 POUNDS): *Flaps UP: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+4.4g, -1.76g *Flaps FULL: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +3.0g 172SPHBUS-02 2-11 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED KINDS OF OPERATIONS LIMITS The Cessna 172S Nav III airplane is approved for day and night, VFR and IFR operations. Flight into known icing conditions is prohibited. The minimum equipment for approved operations required under the Operating Rules are defined by 14 CFR 91 and 14 CFR 135, as applicable. The following Kinds of Operations Equipment List (KOEL) identifies the equipment required to be operational for airplane airworthiness in the listed kind of operations. 172SPHBUS-00 2-12 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED KINDS OF OPERATIONS EQUIPMENT LIST NOTE 1. The European Aviation Safety Agency (EASA) requires the 24V Standby Battery and Standby Ammeter to successfully complete the pre-flight check before operating the airplane in VFR night, IFR day, or IFR night conditions in Europe. Correct operation of the 24V Standby Battery and Standby Ammeter is recommended for all other operations. (Continued Next Page) System, Instrument, Equipment and/or Function KIND OF OPERATION COMMENTS V F R D A Y V F R N I G H T I F R D A Y I F R N I G H T PLACARDS AND MARKINGS 1 - 172S Nav III - GFC 700 AFCS POH/AFM 1 1 1 1 Accessible to pilot in flight. 2 - Garmin G1000 Cockpit Reference Guide 1 1 1 1 Accessible to pilot in flight. AIR CONDITIONING 1 - Forward Avionics Fan 1 1 1 1 2 - PFD Fan 0 0 0 0 3 - MFD Fan 0 0 0 0 4 - Aft Avionics Fan 1 1 1 1 COMMUNICATIONS 1 - VHF COM 0 0 1 1 ELECTRICAL POWER 1 - 24V Main Battery 1 1 1 1 2 - 28V Alternator 1 1 1 1 3 - 24V Standby Battery 0 * * * * Refer to Note 1. 4 - Main Ammeter 1 1 1 1 5 - Standby Ammeter 0 * * * * Refer to Note 1. 172SPHBUS-00 2-13 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED KINDS OF OPERATIONS EQUIPMENT LIST (Continued) (Continued Next Page) System, Instrument, Equipment and/or Function KIND OF OPERATION COMMENTS V F R D A Y V F R N I G H T I F R D A Y I F R N I G H T EQUIPMENT AND FURNISHINGS 1 - Seat Belt Assembly 1 1 1 1 Each Seat Occupant 2 - Shoulder Harness 1 1 1 1 Front Seat Occupants FLIGHT CONTROLS 1 - Flap Position Indicator 1 1 1 1 2 - Flap Motor 1 1 1 1 3 - Elevator Trim System 1 1 1 1 4 - Elevator Trim Indicator 1 1 1 1 FUEL SYSTEM 1 - Electric Fuel Pump 1 1 1 1 2 - Fuel Quantity Indicator - L Tank 1 1 1 1 3 - Fuel Quantity Indicator - R Tank 1 1 1 1 ICE AND RAIN PROTECTION 1 - Alternate Static Air Source 0 0 1 1 2 - Alternate Induction Air System 0 0 1 1 INDICATING/RECORDING SYSTEM 1 - Stall Warning System 1 1 1 1 2 - System Annunciator and Warning Displays 1 1 1 1 LANDING GEAR 1 - Wheel Fairings 0 0 0 0 Removable 172SPHBUS-00 2-14 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED KINDS OF OPERATIONS EQUIPMENT LIST (Continued) NOTE 2. PFD backlighting is required for day VFR flight if MFD backlighting has failed. Display backup mode must be active so engine indicators are shown. 3. MFD backlighting is required for day VFR flight if PFD backlighting has failed. Display backup mode must be active so flight instruments are shown. 4. Operations for hire only. Landing light required for airplanes equipped with single HID landing/taxi light. For airplanes equipped with dual LED landing/taxi lights, a single LED landing/taxi light assembly must be operating on either wing, with all 18 LED bulbs operational. (Continued Next Page) System, Instrument, Equipment and/or Function KIND OF OPERATION COMMENTS V F R D A Y V F R N I G H T I F R D A Y I F R N I G H T LIGHTING 1 - PFD Bezel Lighting 0 0 0 1 2 - PFD Backlighting * 1 1 1 *Refer to Note 2. 3 - MFD Bezel Lighting 0 0 0 1 4 - MFD Backlighting * 1 1 1 *Refer to Note 3. 5 - Switch and Circuit Breaker Panel Lighting 0 1 0 1 6 - Standby Airspeed Indicator Internal Lighting 0 1 0 1 7 - Standby Altimeter Internal Lighting 0 1 0 1 8 - Non-stabilized Magnetic Compass Internal Lighting 0 1 0 1 9 - Standby Attitude Indicator Internal Lighting 0 1 0 1 10 - Cockpit Flood Light 0 1 0 1 11 - Aircraft Position (NAV) Lights 0 1 1 1 12 - STROBE Light System 1 1 1 1 13 - BEACON Light 0 0 0 0 14 - TAXI Light 0 0 0 0 15 - LAND (Landing) Light 0 1 0 1 Refer to Note 4. 172SPHBUS-02 2-15 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED KINDS OF OPERATIONS EQUIPMENT LIST (Continued) (Continued Next Page) System, Instrument, Equipment and/or Function KIND OF OPERATION COMMENTS V F R D A Y V F R N I G H T I F R D A Y I F R N I G H T NAVIGATION AND PITOT- STATIC SYSTEM 1 - G1000 Airspeed Indicator 1 1 1 1 2 - Standby Airspeed Indicator 0 0 1 1 3 - G1000 Altimeter 1 1 1 1 4 - Standby Altimeter 0 0 1 1 5 - G1000 Vertical Speed Indicator 0 0 0 0 6 - G1000 Attitude Indicator 0 0 1 1 7 - Standby Attitude Indicator 0 0 1 1 8 - G1000 Directional Indicator (HSI) 0 0 1 1 9 - G1000 Turn Coordinator 0 0 1 1 10 - Non-stabilized Magnetic Compass 1 1 1 1 11 - VHF Navigation Radio (VOR/LOC/GS) 0 0 A/R A/R As Required Per Procedure. 12 - GPS Receiver/Navigator 0 0 A/R A/R As Required Per Procedure. 13 - Marker Beacon Receiver 0 0 A/R A/R As Required Per Procedure. 14 - Blind Altitude Encoder A/R A/R 1 1 As Required Per Procedure. 15 - Clock 0 0 1 1 16 - GFC 700 AFCS (if installed) 0 0 0 0 172SPHBUS-00 2-16 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED KINDS OF OPERATIONS EQUIPMENT LIST (Continued) System, Instrument, Equipment and/or Function KIND OF OPERATION COMMENTS V F R D A Y V F R N I G H T I F R D A Y I F R N I G H T VACUUM 1 - Engine Driven Vacuum Pump 0 0 1 1 2 - Vacuum Indicator 0 0 1 1 ENGINE FUEL AND CONTROL 1 - Fuel Flow Indicator 1 1 1 1 ENGINE INDICATING 1 - Tachometer (RPM) 1 1 1 1 2 - Cylinder Head Temperature (CHT) Indicator 0 0 0 0 3 - Oil Pressure Indicator 1 1 1 1 4 - Oil Temperature Indicator 1 1 1 1 ENGINE OIL 1 - Engine Crankcase Dipstick 1 1 1 1 172SPHBUS-00 2-17 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED FUEL LIMITATIONS Total Fuel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56.0 U.S. GALLONS (28.0 GALLONS per tank) Usable Fuel (all flight conditions): . . . . . . . . . . . . .53.0 U.S. GALLONS (26.5 GALLONS per tank) Unusable Fuel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.0 U.S. GALLONS (1.5 GALLONS per tank) NOTE To ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wings level, normal ground attitude and place the fuel selector in the LEFT or RIGHT position. Refer to Figure 1-1 for normal ground attitude definition. Takeoff and land with the fuel selector valve handle in the BOTH position. Maximum slip or skid duration with one tank dry: 30 seconds Operation on either LEFT or RIGHT tank limited to level flight only. With 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank. Fuel remaining in the tank after the fuel quantity indicator reads 0 (red line) cannot be safely used in flight. Approved Fuel Grades (And Colors): 100LL Grade Aviation Fuel (Blue) 100 Grade Aviation Fuel (Green) FLAP LIMITATIONS Approved Takeoff Range: . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP to 10° Approved Landing Range: . . . . . . . . . . . . . . . . . . . . . . . . . .UP to FULL 172SPHBUS-00 2-18 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED SYSTEM LIMITATIONS AUX AUDIO SYSTEM Use of the AUX AUDIO IN entertainment input is prohibited during takeoff and landing. Use of the AUX AUDIO IN entertainment audio input and portable electronic devices (PED), such as cellular telephones, games, cassette, CD or MP3 players, is prohibited under IFR unless the operator of the airplane has determined that the use of the Aux Audio System and the connected portable electronic device(s) will not cause interference with the navigation or communication system of the airplane. 12V POWER SYSTEM The 12 Volt Power System (POWER OUTLET 12V - 10A) is not certified for supplying power to flight-critical communications or navigation devices. Use of the 12 Volt Power System is prohibited during takeoff and landing. Use of the 12 Volt Power System is prohibited under IFR unless the operator of the airplane has determined that the use of the 12 VDC power supply and connected portable electronic device(s) will not cause interference with the navigation or communication systems of the airplane. 172SPHBUS-00 2-19 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED G1000 LIMITATIONS The current Garmin G1000 Cockpit Reference Guide (CRG) Part Number and System Software Version that must be available to the pilot during flight are displayed on the MFD AUX group, SYSTEM STATUS page. GPS based IFR enroute, oceanic and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data. RNAV/GPS instrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the G1000 navigation database. The G1000 database must incorporate the current update cycle. Use of the TRAFFIC MAP to maneuver the airplane to avoid traffic is prohibited. The Traffic Information System (TIS) is intended for advisory use only. TIS is intended only to help the pilot to visually locate traffic. It is the responsibility of the pilot to see and maneuver to avoid traffic. Use of the TERRAIN PROXIMITY information for primary terrain avoidance is prohibited. The Terrain Proximity map is intended only to enhance situational awareness. It is the pilot’s responsibility to provide terrain clearance at all times. Use of the NAVIGATION MAP page for pilotage navigation is prohibited. The Navigation Map is intended only to enhance situational awareness. Navigation is to be conducted using only current charts, data and authorized navigation facilities. Navigation using the G1000 is not authorized North of 72° North latitude or South of 70° South latitude due to unsuitability of the magnetic fields near the Earth's poles. In addition, operations are not authorized in the following regions: 1. North of 65° North latitude between longitude 75° W and 120° W (Northern Canada). 2. North of 70° North latitude between longitude 70° W and 128° W (Northern Canada). 3. North of 70° North latitude between longitude 85° E and 114° E (Northern Russia). 4. South of 55° South latitude between longitude 120° E and 165° E (region south of Australia and New Zealand). (Continued Next Page) 172SPHBUS-02 2-20 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED G1000 LIMITATIONS (Continued) The COM 1/2 (split COM) function of the Audio Panel is not approved for use. During COM 1/2 operation, transmission by one crew member inhibits reception by the other crew member. The fuel quantity, fuel used and fuel remaining functions of the G1000 are supplemental information only and must be verified by the pilot. GARMIN GFC 700 AFCS (if installed) 1. The GFC 700 AFCS preflight test must be successfully completed prior to use of the autopilot, flight director or manual electric trim. 2. A pilot, with the seat belt fastened, must occupy the left pilot’s seat during all autopilot operations. 3. The autopilot must be off during all takeoff and landings. 4. Autopilot maximum engagement speed - 150 KIAS. Autopilot minimum engagement speed - 70 KIAS. Electric Trim maximum operating speed - 163 KIAS. 5. Maximum fuel imbalance with autopilot engaged - 90 pounds. 6. The autopilot must be disengaged below 200 feet AGL during approach operations and below 800 feet AGL during all other operations. 7. ILS approaches using the autopilot/flight director are limited to Category I approaches only. 8. Use of the autopilot is prohibited when the audio panel is inoperative (since the aural alert will not be provided when autopilot is disengaged). 9. Use of the autopilot is prohibited when conducting missed approach procedures until an established rate of climb that ensures all altitude requirements of the procedure will be met. (Continued Next Page) 172SPHBUS-00 2-21 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED G1000 LIMITATIONS (Continued) TERRAIN AWARENESS AND WARNING SYSTEM (TAWS-B) Use of the Terrain Awareness and Warning System (TAWS-B) to navigate to avoid terrain or obstacles is prohibited. TAWS-B is only approved as an aid to help the pilot to see-and-avoid terrain or obstacles. TAWS-B must be inhibited when landing at a location not included in the airport database. Use of TAWS-B is prohibited when operating using the QFE altimeter setting (altimeter indicates 0 feet altitude when the airplane is on the runway). The pilot is authorized to deviate from the current ATC clearance only to the extent necessary to comply with TAWS-B warnings. The geographic area of the TAWS-B database must match the geographic area in which the airplane is being operated. Serials 172S10468, 172S10507, 172S10640 and 172S10656 thru 172S10775 not incorporating SB08-34-03 Flight operations are prohibited over large bodies of sea level water if that flight is conducted under operating regulations that require a functioning TAWS. CAUTION TAWS-B FORWARD LOOKING TERRAIN AVOIDANCE (FLTA) IS NOT AVAILABLE WHEN FLYING OVER THE OPEN OCEAN/SEA (SPECIFICALLY ANY BODY OF WATER AT SEA LEVEL, MORE THAN 6NM FROM ANY TERRAIN FEATURES) UNTIL TERRAIN DATABASE 08T2 OR LATER IS INSTALLED. DO NOT USE TAWS-B INFORMATION FOR PRIMARY TERRAIN AVOIDANCE. TAWS-B IS INTENDED ONLY TO ENHANCE SITUATIONAL AWARENESS. 172SPHBUS-02 2-22 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED PLACARDS The following information must be displayed in the form of composite or individual placards. 1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary with installed equipment). 2. On control lock: (Continued Next Page) 172SPHBUS-00 2-23 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED PLACARDS (Continued) 3. On the fuel selector valve: 4. Near both fuel tank filler cap: (Continued Next Page) 172SPHBUS-00 2-24 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED PLACARDS (Continued) 5. On flap control indicator: 6. In baggage compartment: (Continued Next Page) 172SPHBUS-00 2-25 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED PLACARDS (Continued) 7. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30° increments. 8. Molded on the oil filler cap/dipstick: 9. Silk-screened on the instrument panel directly above the PFD: (Continued Next Page) 172SPHBUS-00 2-26 CESSNA SECTION 2 MODEL 172S NAV III OPERATING LIMITATIONS GFC 700 AFCS U.S. FAA APPROVED PLACARDS (Continued) 10. Silk-screened on the upper right instrument panel: 11. On auxiliary power plug door and second placard on battery box: 12. On the upper right side of the aft cabin partition: or (Continued Next Page) 172SPHBUS-00 2-27 SECTION 2 CESSNA OPERATING LIMITATIONS MODEL 172S NAV III GFC 700 AFCS U.S. FAA APPROVED PLACARDS (Continued) 13. On the center overhead flood light control switch: 172SPHBUS-00 2-28 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. EMERGENCY PROCEDURES TABLE OF CONTENTS Page Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5 Airspeeds For Emergency Operations. . . . . . . . . . . . . . . . . . . . . . . . 3-5 EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 3-6 ENGINE FAILURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6 Engine Failure During Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . 3-6 Engine Failure Immediately After Takeoff . . . . . . . . . . . . . . . . . . . 3-6 Engine Failure During Flight (Restart Procedures) . . . . . . . . . . . . 3-7 FORCED LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8 Emergency Landing Without Engine Power . . . . . . . . . . . . . . . . . 3-8 Precautionary Landing With Engine Power. . . . . . . . . . . . . . . . . . 3-8 Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9 FIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10 During Start On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10 Engine Fire In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 Electrical Fire In Flight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 Cabin Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12 Wing Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13 ICING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14 Inadvertent Icing Encounter During Flight. . . . . . . . . . . . . . . . . . 3-14 STATIC SOURCE BLOCKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15 (Erroneous Instrument Reading Suspected). . . . . . . . . . . . . . . . 3-15 EXCESSIVE FUEL VAPOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15 Fuel Flow Stabilization Procedures . . . . . . . . . . . . . . . . . . . . . . . 3-15 (Continued Next Page) 172SPHBUS-00 3-1 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. TABLE OF CONTENTS (Continued) Page ABNORMAL LANDINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16 Landing With A Flat Main Tire . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16 Landing With A Flat Nose Tire . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16 ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS . . . 3-17 High Volts Annunciator Comes On or M BATT AMPS More Than 40 . . . . . . . . . . . . . . . . . . . . . . . . 3-17 LOW VOLTS Annunciator Comes On Below 1000 RPM . . . . . . 3-19 LOW VOLTS Annunciator Comes On or Does Not Go Off at Higher RPM. . . . . . . . . . . . . . . . . . . . . . . 3-19 AIR DATA SYSTEM FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21 Red X - PFD Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . 3-21 Red X - PFD Altitude Indicator . . . . . . . . . . . . . . . . . . . . . . . . . 3-21 ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21 Red X - PFD Attitude Indicator . . . . . . . . . . . . . . . . . . . . . . . . . 3-21 Red X - Horizontal Situation Indicator (HSI) . . . . . . . . . . . . . . . 3-21 AUTOPILOT OR ELECTRIC TRIM FAILURE (if installed) . . . . . . 3-22 AP or PTRM Annunciator(s) Come On . . . . . . . . . . . . . . . . . . . 3-22 VACUUM SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23 LOW VACUUM Annunciator Comes On . . . . . . . . . . . . . . . . . . 3-23 HIGH CARBON MONOXIDE (CO) LEVEL ADVISORY . . . . . . . . 3-24 CO LVL HIGH Annunciator Comes On . . . . . . . . . . . . . . . . . . . 3-24 CO LVL HIGH Annunciator Remains On . . . . . . . . . . . . . . . . . . 3-24 (Continued Next Page) 172SPHBUS-01 3-2 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. TABLE OF CONTENTS (Continued) Page AMPLIFIED EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . 3-25 Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25 Maximum Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26 Forced Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27 Landing Without Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28 Fires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28 Emergency Operation In Clouds . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29 Executing A 180° Turn In Clouds (AHRS FAILED) . . . . . . . . . . . 3-29 Emergency Descent Through Clouds (AHRS FAILED) . . . . . . . 3-30 Recovery From Spiral Dive In The Clouds (AHRS FAILED) . . . . 3-31 Inadvertent Flight Into Icing Conditions . . . . . . . . . . . . . . . . . . . . . . 3-31 Static Source Blocked . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32 Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32 Rough Engine Operation Or Loss Of Power . . . . . . . . . . . . . . . . . . 3-33 Spark Plug Fouling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33 Magneto Malfunction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33 Idle Power Engine Roughness . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33 Engine-Driven Fuel Pump Failure . . . . . . . . . . . . . . . . . . . . . . . . 3-34 Excessive Fuel Vapor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34 Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35 Electrical Power Supply System Malfunctions. . . . . . . . . . . . . . . . . 3-36 Excessive Rate Of Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36 Insufficient Rate Of Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37 High Carbon Monoxide (CO) Level Annunciation . . . . . . . . . .3-39/3-40 Other Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-39/3-40 Windshield Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-39/3-40 172SPHBUS-00 3-3/3-4 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. 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 minimized 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. In any emergency situation, the most important task is continued control of the airplane and maneuver to execute a successful landing. Emergency procedures associated with optional or supplemental equipment are found in Section 9, Supplements. AIRSPEEDS FOR EMERGENCY OPERATIONS ENGINE FAILURE AFTER TAKEOFF Wing Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS Wing Flaps 10° - FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIAS MANEUVERING SPEED 2550 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KIAS 2200 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 KIAS 1900 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KIAS MAXIMUM GLIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 KIAS PRECAUTIONARY LANDING WITH ENGINE POWER. . . . . . 65 KIAS LANDING WITHOUT ENGINE POWER Wing Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS Wing Flaps 10° - FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIAS 172SPHBUS-00 3-5 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. EMERGENCY PROCEDURES Procedures in the Emergency Procedures Checklist portion of this section shown in bold faced type are immediate action items which should be committed to memory. ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF ROLL 1. Throttle Control - IDLE (pull full out) 2. Brakes - APPLY 3. Wing Flaps - RETRACT 4. Mixture Control - IDLE CUTOFF (pull full out) 5. MAGNETOS Switch - OFF 6. STBY BATT Switch - OFF 7. MASTER Switch (ALT and BAT) - OFF ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed - 70 KIAS - Flaps UP 65 KIAS - Flaps 10° - FULL 2. Mixture Control - IDLE CUTOFF (pull full out) 3. FUEL SHUTOFF Valve - OFF (pull full out) 4. MAGNETOS Switch - OFF 5. Wing Flaps - AS REQUIRED (FULL recommended) 6. STBY BATT Switch - OFF 7. MASTER Switch (ALT and BAT) - OFF 8. Cabin Door - UNLATCH 9. Land - STRAIGHT AHEAD (Continued Next Page) 172SPHBUS-00 3-6 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. ENGINE FAILURES (Continued) ENGINE FAILURE DURING FLIGHT (Restart Procedures) 1. Airspeed - 68 KIAS (best glide speed) 2. FUEL SHUTOFF Valve - ON (push full in) 3. FUEL SELECTOR Valve - BOTH 4. FUEL PUMP Switch - ON 5. Mixture Control - RICH (if restart has not occurred) 6. MAGNETOS Switch - BOTH (or START if propeller is stopped) NOTE If the propeller is windmilling, engine will restart automatically within a few seconds. If propeller has stopped (possible at low speeds), turn MAGNETOS switch to START, advance throttle slowly from idle and lean the mixture from full rich as required to obtain smooth operation. 7. FUEL PUMP Switch - OFF NOTE If the indicated fuel flow (FFLOW GPH) immediately drops to zero, a sign of failure of the engine-driven fuel pump, return the FUEL PUMP switch to the ON position. 172SPHBUS-00 3-7 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Pilot and Passenger Seat Backs - MOST UPRIGHT POSITION 2. Seats and Seat Belts - SECURE 3. Airspeed - 70 KIAS - Flaps UP 65 KIAS - Flaps 10° - FULL 4. Mixture Control - IDLE CUTOFF (pull full out) 5. FUEL SHUTOFF Valve - OFF (pull full out) 6. MAGNETOS Switch - OFF 7. Wing Flaps - AS REQUIRED (FULL recommended) 8. STBY BATT Switch - OFF 9. MASTER Switch (ALT and BAT) - OFF (when landing is assured) 10. Doors - UNLATCH PRIOR TO TOUCHDOWN 11. Touchdown - SLIGHTLY TAIL LOW 12. Brakes - APPLY HEAVILY PRECAUTIONARY LANDING WITH ENGINE POWER 1. Pilot and Passenger Seat Backs - MOST UPRIGHT POSITION 2. Seats and Seat Belts - SECURE 3. Airspeed - 65 KIAS 4. Wing Flaps - 20° 5. Selected Field - FLY OVER (noting terrain and obstructions) 6. Wing Flaps - FULL (on final approach) 7. Airspeed - 65 KIAS 8. STBY BATT Switch - OFF 9. MASTER Switch (ALT and BAT) - OFF (when landing assured) 10. Doors - UNLATCH PRIOR TO TOUCHDOWN 11. Touchdown - SLIGHTLY TAIL LOW 12. Mixture Control - IDLE CUTOFF (pull full out) 13. MAGNETOS Switch - OFF 14. Brakes - APPLY HEAVILY (Continued Next Page) 172SPHBUS-00 3-8 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. FORCED LANDINGS (Continued) DITCHING 1. Radio - TRANSMIT MAYDAY on 121.5 MHz, (give location, intentions and SQUAWK 7700) 2. Heavy Objects (in baggage area) - SECURE OR JETTISON (if possible) 3. Pilot and Passenger Seat Backs - MOST UPRIGHT POSITION 4. Seats and Seat Belts - SECURE 5. Wing Flaps - 20° - FULL 6. Power - ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS NOTE If no power is available, approach at 70 KIAS with Flaps UP or at 65 KIAS with Flaps 10°. 7. Approach - High Winds, Heavy Seas - INTO THE WIND Light Winds, Heavy Swells - PARALLEL TO SWELLS 8. Cabin Doors - UNLATCH 9. Touchdown - LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT 10. Face - CUSHION AT TOUCHDOWN (with folded coat) 11. ELT - ACTIVATE 12. Airplane - EVACUATE THROUGH CABIN DOORS NOTE If necessary, open window and flood cabin to equalize pressure so doors can be opened. 13. Life Vests and Raft - INFLATE WHEN CLEAR OF AIRPLANE 172SPHBUS-00 3-9 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. FIRES DURING START ON GROUND 1. MAGNETOS Switch - START (continue cranking to start the engine) IF ENGINE STARTS 2. Power - 1800 RPM (for a few minutes) 3. Engine - SHUTDOWN (inspect for damage) IF ENGINE FAILS TO START 2. Throttle Control - FULL (push full in) 3. Mixture Control - IDLE CUTOFF (pull full out) 4. MAGNETOS Switch - START (continue cranking) 5. FUEL SHUTOFF Valve - OFF (pull full out) 6. FUEL PUMP Switch - OFF 7. MAGNETOS Switch - OFF 8. STBY BATT Switch - OFF 9. MASTER Switch (ALT and BAT) - OFF 10. Engine - SECURE 11. Parking Brake - RELEASE 12. Fire Extinguisher - OBTAIN (have ground attendants obtain if not installed) 13. Airplane - EVACUATE 14. Fire - EXTINGUISH (using fire extinguisher, wool blanket, or dirt) 15. Fire Damage - INSPECT (repair or replace damaged components and/or wiring before conducting another flight) (Continued Next Page) 172SPHBUS-00 3-10 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. FIRES (Continued) ENGINE FIRE IN FLIGHT 1. Mixture Control - IDLE CUTOFF (pull full out) 2. FUEL SHUTOFF Valve - OFF (pull full out) 3. FUEL PUMP Switch - OFF 4. MASTER Switch (ALT and BAT) - OFF 5. Cabin Vents - OPEN (as needed) 6. CABIN HT and CABIN AIR Control Knobs - OFF (push full in) (to avoid drafts) 7. Airspeed - 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed, within airspeed limitations, which will provide an incombustible mixture) 8. Forced Landing - EXECUTE (refer to EMERGENCY LANDING WITHOUT ENGINE POWER) ELECTRICAL FIRE IN FLIGHT 1. STBY BATT Switch - OFF 2. MASTER Switch (ALT and BAT) - OFF 3. Cabin Vents - CLOSED (to avoid drafts) 4. CABIN HT and CABIN AIR Control Knobs - OFF (push full in) (to avoid drafts) 5. Fire Extinguisher - ACTIVATE (if available) 6. AVIONICS Switch (BUS 1 and BUS 2) - OFF 7. All Other Switches (except MAGNETOS switch) - OFF WARNING AFTER THE FIRE EXTINGUISHER HAS BEEN USED, MAKE SURE THAT THE FIRE IS EXTINGUISHED BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE FROM THE CABIN. 8. Cabin Vents - OPEN (when sure that fire is completely extinguished) 9. CABIN HT and CABIN AIR Control Knobs - ON (pull full out) (when sure that fire is completely extinguished) (Continued Next Page) 172SPHBUS-00 3-11 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. FIRES (Continued) ELECTRICAL FIRE IN FLIGHT (Continued) IF FIRE HAS BEEN EXTINGUISHED AND ELECTRICAL POWER IS NECESSARY FOR CONTINUED FLIGHT TO NEAREST SUITABLE AIRPORT OR LANDING AREA 10. Circuit Breakers - CHECK (for OPEN circuit(s), do not reset) 11. MASTER Switch (ALT and BAT) - ON 12. STBY BATT Switch - ARM 13. AVIONICS Switch (BUS 1) - ON 14. AVIONICS Switch (BUS 2) - ON CABIN FIRE 1. STBY BATT Switch - OFF 2. MASTER Switch (ALT and BAT) - OFF 3. Cabin Vents - CLOSED (to avoid drafts) 4. CABIN HT and CABIN AIR Control Knobs - OFF (push full in) (to avoid drafts) 5. Fire Extinguisher - ACTIVATE (if available) WARNING AFTER THE FIRE EXTINGUISHER HAS BEEN USED, MAKE SURE THAT THE FIRE IS EXTINGUISHED BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE FROM THE CABIN. 6. Cabin Vents - OPEN (when sure that fire is completely extinguished) 7. CABIN HT and CABIN AIR Control Knobs - ON (pull full out) (when sure that fire is completely extinguished) 8. Land the airplane as soon as possible to inspect for damage. (Continued Next Page) 172SPHBUS-00 3-12 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. FIRES (Continued) WING FIRE 1. LAND and TAXI Light Switches - OFF 2. NAV Light Switch - OFF 3. STROBE Light Switch - OFF 4. PITOT HEAT Switch - OFF NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin. Land as soon as possible using flaps only as required for final approach and touchdown. 172SPHBUS-00 3-13 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. ICING INADVERTENT ICING ENCOUNTER DURING FLIGHT 1. PITOT HEAT Switch - ON 2. Turn back or change altitude (to obtain an outside air temperature that is less conducive to icing) 3. CABIN HT Control Knob - ON (pull full out) 4. Defroster Control Outlets - OPEN (to obtain maximum windshield defroster airflow) 5. CABIN AIR Control Knob - ADJUST (to obtain maximum defroster heat and airflow) 6. Watch for signs of induction air filter icing. A loss of engine RPM could be caused by ice blocking the air intake filter. Adjust the throttle as necessary to hold engine RPM. Adjust mixture as necessary for any change in power settings. 7. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable off airport landing site. 8. With an ice accumulation of 0.25 inch or more on the wing leading edges, be prepared for significantly higher power requirements, higher approach and stall speeds, and a longer landing roll. 9. 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 effectiveness. 10. Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. 11. Perform a landing approach using a forward slip, if necessary, for improved visibility. 12. Approach at 65 to 75 KIAS depending upon the amount of ice accumulation. 13. Perform landing in level attitude. 14. Missed approaches should be avoided whenever possible because of severely reduced climb capability. 172SPHBUS-00 3-14 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. STATIC SOURCE BLOCKAGE (ERRONEOUS INSTRUMENT READING SUSPECTED) 1. ALT STATIC AIR Valve - ON (pull full out) 2. Cabin Vents - CLOSED 3. CABIN HT and CABIN AIR Control Knobs - ON (pull full out) 4. Airspeed - Refer to Section 5, Figure 5-1 (Sheet 2) Airspeed Calibration, Alternate Static Source correction chart. EXCESSIVE FUEL VAPOR FUEL FLOW STABILIZATION PROCEDURES (If flow fluctuations of 1 GPH or more, or power surges occur.) 1. FUEL PUMP Switch - ON 2. Mixture Control - ADJUST (as necessary for smooth engine operation) 3. Fuel Selector Valve - SELECT OPPOSITE TANK (if vapor symptoms continue) 4. FUEL PUMP Switch - OFF (after fuel flow has stabilized) 172SPHBUS-00 3-15 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. ABNORMAL LANDINGS LANDING WITH A FLAT MAIN TIRE 1. Approach - NORMAL 2. Wing Flaps - FULL 3. Touchdown - GOOD MAIN TIRE FIRST (hold airplane off flat tire as long as possible with aileron control) 4. Directional Control - MAINTAIN (using brake on good wheel as required) LANDING WITH A FLAT NOSE TIRE 1. Approach - NORMAL 2. Wing Flaps - AS REQUIRED 85 to 110 KIAS - Flaps UP - 10° Below 85 KIAS - Flaps 10° - FULL 3. Touchdown - ON MAINS (hold nosewheel off the ground as long as possible) 4. When nosewheel touches down, maintain full up elevator as airplane slows to stop. 172SPHBUS-00 3-16 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS HIGH VOLTS ANNUNCIATOR COMES ON OR M BATT AMPS MORE THAN 40 1. MASTER Switch (ALT Only) - OFF 2. Electrical Load - REDUCE IMMEDIATELY as follows: a. AVIONICS Switch (BUS 1) - OFF b. PITOT HEAT Switch - OFF c. BEACON Light Switch - OFF d. LAND Light Switch - OFF (use as required for landing) e. TAXI Light Switch - OFF f. NAV Light Switch - OFF g. STROBE Light Switch - OFF h. CABIN PWR 12V Switch - OFF NOTE • The main battery supplies electrical power to the main and essential buses until M BUS VOLTS decreases below 20 volts. When M BUS VOLTS falls below 20 volts, the standby battery system will automatically supply electrical power to the essential bus for at least 30 minutes. • Select COM1 MIC and NAV1 on the audio panel and tune to the active frequency before setting AVIONICS BUS 2 to OFF. If COM2 MIC and NAV2 are selected when AVIONICS BUS 2 is set to OFF, the COM and NAV radios cannot be tuned. (Continued Next Page) 172SPHBUS-00 3-17 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) HIGH VOLTS ANNUNCIATOR COMES ON OR M BATT AMPS MORE THAN 40 (Continued) i. COM1 and NAV1 - TUNE TO ACTIVE FREQUENCY j. COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will be inoperative once AVIONICS BUS 2 is selected to OFF) NOTE When AVIONICS BUS 2 is set to OFF, the following items will not operate: k. AVIONICS Switch (BUS 2) - OFF (KEEP ON if in clouds) 3. Land as soon as practical. NOTE Make sure a successful landing is possible before extending flaps. The flap motor is a large electrical load during operation. (Continued Next Page) Autopilot Audio Panel COMM 2 NAV 2 Transponder MFD 172SPHBUS-00 3-18 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) LOW VOLTS ANNUNCIATOR COMES ON BELOW 1000 RPM 1. Throttle Control - 1000 RPM 2. LOW VOLTS Annunciator - CHECK OFF LOW VOLTS ANNUNCIATOR REMAINS ON AT 1000 RPM 3. Authorized maintenance personnel must do electrical system inspection prior to next flight. LOW VOLTS ANNUNCIATOR COMES ON OR DOES NOT GO OFF AT HIGHER RPM 1. MASTER Switch (ALT Only) - OFF 2. ALT FIELD Circuit Breaker - CHECK IN 3. MASTER Switch (ALT and BAT) - ON 4. LOW VOLTS Annunciator - CHECK OFF 5. M BUS VOLTS - CHECK 27.5 V (minimum) 6. M BATT AMPS - CHECK CHARGING (+) IF LOW VOLTS ANNUNCIATOR REMAINS ON 7. MASTER Switch (ALT Only) - OFF 8. Electrical Load - REDUCE IMMEDIATELY as follows: a. AVIONICS Switch (BUS 1) - OFF b. PITOT HEAT Switch - OFF c. BEACON Light Switch - OFF d. LAND Light Switch - OFF (use as required for landing) e. TAXI Light Switch - OFF f. NAV Light Switch - OFF g. STROBE Light Switch - OFF h. CABIN PWR 12V Switch - OFF (Continued Next Page) 172SPHBUS-00 3-19 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS (Continued) IF LOW VOLTS ANNUNCIATOR REMAINS ON (Continued) NOTE • The main battery supplies electrical power to the main and essential buses until M BUS VOLTS decreases below 20 volts. When M BUS VOLTS falls below 20 volts, the standby battery system will automatically supply electrical power to the essential bus for at least 30 minutes. • Select COM1 MIC and NAV1 on the audio panel and tune to the active frequency before setting AVIONICS BUS 2 to OFF. If COM2 MIC and NAV2 are selected when AVIONICS BUS 2 is set to OFF, the COM and NAV radios cannot be tuned. i. COM1 and NAV1 - TUNE TO ACTIVE FREQUENCY j. COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will be inoperative once AVIONICS BUS 2 is selected to OFF) NOTE When AVIONICS BUS 2 is set to OFF, the following items will not operate: k. AVIONICS Switch (BUS 2) - OFF (KEEP ON if in clouds) 9. Land as soon as practical. NOTE Make sure a successful landing is possible before extending flaps. The flap motor is a large electrical load during operation. Autopilot Audio Panel COMM 2 NAV 2 Transponder MFD 172SPHBUS-00 3-20 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. AIR DATA SYSTEM FAILURE RED X - PFD AIRSPEED INDICATOR 1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS 1). If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset. 2. Standby Airspeed Indicator - USE FOR AIRSPEED INFORMATION RED X - PFD ALTITUDE INDICATOR 1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS 1). If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset. 2. Standby Altimeter - CHECK current barometric pressure SET. USE FOR ALTITUDE INFORMATION. ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) FAILURE RED X - PFD ATTITUDE INDICATOR 1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS 1). If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset. 2. Standby Attitude Indicator - USE FOR ATTITUDE INFORMATION RED X - HORIZONTAL SITUATION INDICATOR (HSI) 1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN BUS 1). If open, reset (close) circuit breaker. If circuit breaker opens again, do not reset. 2. Non-Stabilized Magnetic Compass - USE FOR HEADING INFORMATION 172SPHBUS-00 3-21 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. AUTOPILOT OR ELECTRIC TRIM FAILURE (if installed) AP OR PTRM ANNUNCIATOR(S) COME ON 1. Control Wheel - GRASP FIRMLY (regain control of airplane) 2. A/P TRIM DISC Button - PRESS and HOLD (throughout recovery) 3. Elevator Trim Control - ADJUST MANUALLY (as necessary) 4. AUTO PILOT Circuit Breaker - OPEN (pull out) 5. A/P TRIM DISC Button - RELEASE WARNING FOLLOWING AN AUTOPILOT, AUTOTRIM OR MANUAL ELECTRIC TRIM SYSTEM MALFUNCTION, DO NOT ENGAGE THE AUTOPILOT UNTIL THE CAUSE OF THE MALFUNCTION HAS BEEN CORRECTED. 172SPHBUS-00 3-22 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. VACUUM SYSTEM FAILURE LOW VACUUM ANNUNCIATOR COMES ON 1. Vacuum Indicator (VAC) - CHECK EIS ENGINE PAGE (make sure vacuum pointer is in green band limits) CAUTION IF VACUUM POINTER IS OUT OF THE GREEN BAND DURING FLIGHT OR THE GYRO FLAG IS SHOWN ON THE STANDBY ATTITUDE INDICATOR, THE STANDBY ATTITUDE INDICATOR MUST NOT BE USED FOR ATTITUDE INFORMATION. 172SPHBUS-01 3-23 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. HIGH CARBON MONOXIDE (CO) LEVEL ADVISORY CO LVL HIGH ANNUNCIATOR COMES ON 1. CABIN HT Control Knob - OFF (push full in) 2. CABIN AIR Control Knob - ON (pull full out) 3. Cabin Vents - OPEN 4. Cabin Windows - OPEN (163 KIAS maximum windows open speed) CO LVL HIGH ANNUNCIATOR REMAINS ON 5. Land as soon as practical. 172SPHBUS-00 3-24 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. AMPLIFIED EMERGENCY PROCEDURES The following Amplified Emergency Procedures provide additional information beyond that in the Emergency Procedures Checklists portion of this section. These procedures also include information not readily adaptable to a checklist format, and material to which a pilot could not be expected to refer in resolution of a specific emergency. This information should be reviewed in detail prior to flying the airplane, as well as reviewed on a regular basis to keep pilot’s knowledge of procedures fresh. ENGINE FAILURE If an engine failure occurs during the takeoff roll, stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. If an engine failure occurs immediately 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 the 180° 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 most important task is to continue flying the airplane. 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. 172SPHBUS-00 3-25 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. MAXIMUM GLIDE Figure 3-1 172SPHBUS-00 3-26 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Transmit Mayday message on 121.5 MHz giving location, intentions and squawk 7700. Before attempting an off airport landing with engine power available, one should fly over the landing area at a safe, but low altitude, to inspect the terrain for obstructions and surface conditions, proceeding as discussed in 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 messages on 121.5 MHz giving location, intentions and squawk 7700. Avoid a landing flare because of the difficulty in judging height over a water surface. The checklist assumes the availability of power to make a precautionary water landing. If power is not available, use of the airspeeds noted with minimum flap extension will provide a more favorable attitude for a power off ditching. In a forced landing situation, do not turn off the MASTER switch, AVIONICS switch or STBY BATT switch until a landing is assured. Premature deactivation of the switches will disable all airplane electrical systems. Before completing a forced landing, especially in remote and mountainous areas, activate the ELT by setting the cockpit-mounted switch to the ON position. For complete information on ELT operation, refer to Section 9, Supplements. 172SPHBUS-00 3-27 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 65 KIAS and flaps set to 20° by using throttle and elevator trim controls. Then do not change the elevator trim control setting; control the glide angle by adjusting power. During the landing flare (round-out), the nose will come down when power is reduced and the airplane may touch down on the nosewheel before the main wheels. When in the flare, the elevator trim control should be adjusted toward the full nose up position and the power adjusted at the same time so that the airplane will rotate to a horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Improper starting procedures involving the excessive use of auxiliary fuel pump operation can cause engine flooding and subsequent collection of fuel on the parking ramp as the excess fuel drains overboard from the intake manifolds. This is sometimes experienced in difficult starts in cold weather where engine preheat service is not available. If this occurs, the airplane should be pushed away from the fuel puddle before another engine start is attempted. Otherwise, there is a possibility of raw fuel accumulations in the exhaust system igniting during an engine start, causing a long flame from the tailpipe, and possibly igniting the collected fuel on the pavement. If a fire occurs, proceed according to the checklist. Although engine fires are extremely rare in flight, if a fire is encountered, the steps of the appropriate checklist should be followed. After completion of the checklist procedure, execute a forced landing. Do not attempt to restart the engine. The first sign of an electrical fire is usually the smell of burning insulation. The checklist procedure should result in the elimination of the fire. 172SPHBUS-00 3-28 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. EMERGENCY OPERATION IN CLOUDS If the engine-driven vacuum pump fails in flight, the standby attitude indicator will not be accurate. The pilot must then rely on the attitude and heading information (from the AHRS) shown on the PFD indicators. With valid HDG or GPS/NAV inputs, autopilot operation will not be affected. If the AHRS unit fails in flight (red X’s shown through the PFD attitude and heading indicators), the pilot must rely on the standby attitude indicator and non-stabilized magnetic compass for attitude and heading information. The autopilot will not operate if the AHRS unit fails. The pilot must manually fly the airplane without AHRS input. Refer to Section 7, Airplane and Systems Description, for additional details on autopilot operations. The following instructions assume that the pilot is not very proficient at instrument flying and is flying the airplane without the autopilot engaged. EXECUTING A 180° TURN IN CLOUDS (AHRS FAILED) Upon inadvertently entering the clouds, an immediate turn to reverse course and return to VFR conditions should be made as follows: AHRS FAILURE 1. Note the non-stabilized magnetic compass heading. 2. Using the standby attitude indicator, initiate a 15° bank left turn. Keep feet off rudder pedals. Maintain altitude and 15° bank angle. Continue the turn for 60 seconds, then roll back to level flight. 3. When the compass card becomes sufficiently stable, check the accuracy of the turn by verifying that the compass heading approximates the reciprocal of the original heading. 4. If necessary, adjust the heading by keeping the wings level and using the rudder to make skidding turns (the compass will read more accurately) to complete the course reversal. 5. Maintain altitude and airspeed by cautious application of elevator control. Keep the roll pointer and index aligned and steer only with rudder. (Continued Next Page) 172SPHBUS-00 3-29 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. EMERGENCY OPERATION IN CLOUDS (Continued) EMERGENCY DESCENT THROUGH CLOUDS (AHRS FAILED) When returning to VFR flight after a 180° turn is not practical, a descent through the clouds to VFR conditions below may be appropriate. If possible, obtain an ATC clearance for an emergency descent through the clouds. AHRS FAILURE Choose an easterly or westerly heading to minimize non-stabilized magnetic compass card sensitivity. Occasionally check the compass heading and make minor corrections to hold an approximate course. The autopilot will not operate if the AHRS unit fails. The pilot must manually fly the airplane without AHRS input. Before descending into the clouds, prepare for a stabilized descent as follows: 1. Apply full rich mixture. 2. Turn pitot heat on. 3. Set power for a 500 to 800 feet per minute rate of descent. 4. Set the elevator trim for a stabilized descent at 80 KIAS. 5. Use the standby attitude indicator roll pointer and index to keep wings level. 6. Check trend of compass card movement and make cautious corrections with rudder to stop the turn. 7. Upon breaking out of clouds, resume normal cruising flight. (Continued Next Page) 172SPHBUS-00 3-30 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. EMERGENCY OPERATION IN CLOUDS (Continued) RECOVERY FROM SPIRAL DIVE IN THE CLOUDS (AHRS FAILED) AHRS FAILURE If a spiral is entered while in the clouds, continue as follows: 1. Retard throttle to idle position. 2. Remove feet from rudder pedals. 3. Stop turn by carefully leveling the wings using aileron control to align the roll index and roll pointer of the standby attitude indicator. 4. Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS. 5. Adjust the elevator trim control to maintain an 80 KIAS glide. 6. Use aileron control to maintain wings level (keep roll pointer and index aligned) and constant heading. 7. Resume Emergency Descent Through The Clouds procedure. 8. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS Flight into icing conditions is prohibited and extremely dangerous. An inadvertent encounter with these conditions can be resolved using the checklist procedures. The best action is to turn back or change altitude to escape icing conditions. Set the PITOT HEAT switch to the ON position until safely out of icing conditions. During these encounters, an unexplained loss of engine power could be caused by ice blocking the air intake filter or in extremely rare instances ice completely blocking the fuel injection air reference tubes. In either case, the throttle should be positioned to obtain maximum RPM (in some instances, the throttle may need to be retarded for maximum power). The mixture should then be adjusted, as required, to obtain maximum RPM. 172SPHBUS-00 3-31 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the alternate static source air valve (ALT STATIC AIR) should be pulled ON, thereby supplying static pressure to these instruments from the cabin. When the ALT STATIC AIR valve is ON, the maximum airspeed variation from normal static source operation is 11 knots and the maximum altimeter variation is 50 feet with all windows closed. Refer to Section 5, Figure 5-1 (Sheet 2), Airspeed Calibration - Alternate Static Source correction tables for additional details. SPINS Should an inadvertent spin occur, the following recovery procedure should be used: 1. RETARD THROTTLE TO IDLE POSITION. 2. PLACE AILERONS IN NEUTRAL POSITION. 3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION. 4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recovery. 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If the rate of the spin makes determining the direction of rotation difficult, the magenta turn rate indicator at the top of the HSI compass card will show the rate and direction of the turn. The HSI compass card will rotate in the opposite direction. Hold opposite rudder to the turn vector direction. For additional information on spins and spin recovery, see the discussion under SPINS in Normal Procedures, Section 4. 172SPHBUS-00 3-32 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. ROUGH ENGINE OPERATION OR LOSS OF POWER 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 MAGNETOS switch momentarily from BOTH to either L or R position. An obvious power loss in single magneto operation is evidence of spark plug or magneto trouble. Since 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 MAGNETOS switch unless extreme roughness makes the use of a single MAGNETO position necessary. MAGNETO MALFUNCTION Sudden engine roughness or misfiring is usually a sign of a magneto problem. Changing the MAGNETOS switch from BOTH to the L and R switch positions will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is possible. If not, change to the good magneto and continue to the nearest airport for repairs. IDLE POWER ENGINE ROUGHNESS (As Required by AD 2001-06-17, Paragraph (d)(3)) An excessively rich idle fuel flow may cause low speed engine roughness during flight. During most in-flight low engine speeds (power off stalls, approach to landing, etc.), the mixture control is normally in the full-rich position. However, to improve engine roughness (caused by an improperly adjusted fuel servo) during low engine speeds while in flight, you should rotate the vernier mixture control (leaning of fuel mixture). You may also have to lean the fuel mixture if this low engine speed results in power loss and you need to restart the engine during flight. In all cases, you should land the airplane at the nearest airport for repairs if low speed engine roughness requires you to adjust the fuel mixture control to improve engine operation. (Continued Next Page) 172SPHBUS-00 3-33 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. ROUGH ENGINE OPERATION OR LOSS OF POWER (Continued) ENGINE-DRIVEN FUEL PUMP FAILURE Failure of the engine-driven fuel pump will be shown by a sudden reduction in the fuel flow indication (FFLOW GPH) immediately before a loss of power while operating from a fuel tank containing adequate fuel. If the engine-driven fuel pump fails, immediately set the FUEL PUMP switch to the ON position to restore the engine power. The flight should be terminated as soon as practical and the engine-driven fuel pump repaired. EXCESSIVE FUEL VAPOR Fuel vapor in the fuel injection system is most likely to occur on the ground, typically during prolonged taxi operations, when operating at higher altitudes and/or in unusually warm temperatures. Excessive fuel vapor accumulation is shown by fuel flow indicator (FFLOW GPH) fluctuations greater than 1 GPH. This condition, with leaner mixtures or with larger fluctuations, can result in power surges, and if not corrected, may cause power loss. To slow vapor formation and stabilize fuel flow on the ground or in the air, set the FUEL PUMP switch to the ON position and adjust the mixture as required for smooth engine operation. If vapor symptoms continue, select the opposite fuel tank. When fuel flow stabilizes, set the FUEL PUMP switch to the OFF position and adjust the mixture as desired. (Continued Next Page) 172SPHBUS-02 3-34 CESSNA SECTION 3 MODEL 172S NAV III EMERGENCY PROCEDURES GFC 700 AFCS U.S. ROUGH ENGINE OPERATION OR LOSS OF POWER (Continued) LOW OIL PRESSURE If the low oil pressure annunciator (OIL PRESS) comes on, check the oil pressure indicator (OIL PRES on ENGINE page or OIL PSI on SYSTEM page) to confirm low oil pressure condition. If oil temperature (OIL TEMP on ENGINE page or OIL °F on SYSTEM page) remains normal, it is possible that the oil pressure sending unit or relief valve is malfunctioning. Land at the nearest airport to determine the source of the problem. If a total loss of oil pressure and a rise in oil temperature occur at about the same time, it could mean that the engine is about to fail. Reduce power immediately and select a field suitable for a forced landing. Use only the minimum power necessary to reach the landing site. 172SPHBUS-02 3-35 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172S NAV III GFC 700 AFCS U.S. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected through regular monitoring of the main battery ammeter (M BATT AMPS) and the main electrical bus voltmeter (M BUS VOLTS); however