CESSNA MODEL 172S

Distance Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-20 Volume Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-21 Temperature Conversions . . . . . . . . . . . . . . . . . . . . . . . . 1-24 Hectopascals ~o Inches Me_rcury ............... · · · · 1-251 Volume to Weight Conversions . . . . . . . . . . . . . . . . . . . . 1-26 Quick Conversions . . . . . . . . . . . . . . . . . . . . . . . . . 1-27/1-28 Revision 4 1-1 SECTION 1 GENERAL CESSNA MODEL 172S ---------36'-1" --------- 76" MAX _. Figure 1-1. Three View - Normal Ground Attitude (Sheet 1 of 2) 0510T1005 0510T1005 1-2 Revision 4 CESSNA MODEL 172S SECTION 1 GENERAL 1 NOTE 1: WING SPAN SHOWN WITH STROBE LIGHTS INSTALLED. NOTE 2: WHEEL BASE LENGTH IS 65". NOTE 3: PROPELLER GROUND CLEARANCE IS 11 1/4". NOTE 4: WING AREA IS 174 SQUARE FEET. NOTE 5: MINIMUM TURNING RADIUS (* PIVOT POINT TO OUTBOARD WING TIP) IS 27'-5 1/2". NOTE 6: NORMAL GROUND ATTITUDE IS SHOWN WITH NOSE STRUT SHOWING APPROXIMATELY 2" OF STRUT, AND WINGS LEVEL. 0510T1005 _.. Figure 1-1. Three View - Normal Ground Attitude (Sheet 2) Revision 4 1-3 SECTION 1 GENERAL INTRODUCTION CESSNA MODEL 172S I This handbook contains 9 sections, and includes the material required to be furnished to the pilot by FAR Part 23. It also contains 1supplemental 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: I0-360-L2A. Engine Type: Normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, four cylinder engine with 360 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. FUEL j\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): 1-4 1OOLL Grade Aviation Fuel (Blue). 100 Grade Aviation Fuel (Green). Revision 4 CESSNA MODEL 172S SECTION 1 GENERAL NOTE lsopropyl 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. 53.0 U.S. gallons. Total Usable: Total Capacity Each Tank: 28.0 U.S. gallons. Total Usable Each Tank: 26.5 U.S. gallons. OIL NOTE To ensure maximum fuel capacity and min1m1ze cross- feeding 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. Oil Specification: MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil:I 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 I 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 DispersantIOil: Oil conforming to the latest revision and/or supplements to Textron Lycoming Service Instruction No. 1014, must be used after first 50 hours or once oil consumption has stabilized. Revision 4 1-5 SECTION 1 GENERAL CESSNA MODEL 172S Recommended Viscosity for Temperature Range: I Temperature MIL-L-6082 MIL-L-22851 or SAE or J1899 SAE J1966 Ashless Dispersant Straight SAE Grade Mineral Oil SAE Grade Above 27°C (80°F) 60 15W-50, 20W-50 or 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 NOTE When operating temperatures overlap, use the lighter grade of oil. Oil Capacity: Sump: 8 U.S. Quarts I Total: 9 U.S. Quarts MAXIMUM CERTIFICATED WEIGHTS Ramp Weight Normal Category: Utility Category: Takeoff Weight Normal Category: Utility Category: Landing Weight Normal Category: Utility Category: 1-6 2558 lbs. 2208 lbs. 2550 lbs. 2200 lbs. 2550 lbs. 2200 lbs. Revision 4 CESSNA MODEL 172S SECTION 1 GENERAL Weight in Baggage Compartment, Normal Category: Baggage Area 1 (Station 82 to 108): 120 lbs. See note below. Baggage Area 2 (Station 108 to 142): 50 lbs. See note below. NOTE The maximum combined weight capacity for Baggage Area 1 and Baggage Area 2 is 120 lbs. Weight in Baggage Compartment, Utility Category: In this category, the rear seat must not be occupied and the baggage compartment must be empty. STANDARD AIRPLANE WEIGHTS Standard Empty Weight: Maximum Useful Load, Normal Category Maximum Useful Load, Utility Category: CABIN AND ENTRY DIMENSIONS 1663 lbs. 895 lbs. 545 lbs. 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: Power Loading: 14. 7 lbs./sq. ft. 14.2 lbs./hp. I Revision 4 1-7 SECTION 1 GENERAL CESSNA MODEL 172S SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS Vs Vx Vy Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature. Maneuvering Speed is the maximum speed at which full or abrupt control movements may be used without overstressing the airframe. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed is the minimum speed at which the airplane is controllable. 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. Best Angle-of-Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. Revision 4 CESSNA MODEL 172S SECTION 1 GENERAL METEOROLOGICAL TERMINOLOGY OAT Standard Temperature Outside Air Temperature is the free air static temperature. It may be expressed in either degrees Celsius or degrees Fahrenheit. Standard Temperature is 15°C at sea level pressure altitude and decreases by 2°C for each 1000 feet of altitude. Pressure Pressure Altitude is the altitude read from an Altitude altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). ENGINE POWER TERMINOLOGY BHP RPM Static RPM MAP Lean Mixture Rich Mixture Full Rich Idle Cutoff Revision 4 Brake Horsepower is the power developed by the engine. Revolutions Per Minute is engine speed. Static RPM is engine speed attained during a full throttle engine runup when the airplane is on the ground and stationary. Manifold Absolute Pressure is the absolute pressure measured in the engine induction system. MAP is measured in units of inches of mercury (in HG). 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. 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. Mixture control full forward (pushed in, full control travel, toward the panel). Mixture control full aft (pulled out, full control travel, away from the panel). SECTION 1 GENERAL CESSNA MODEL 172S ENGINE POWER TERMINOLOGY (Continued) Full Throttle Closed Throttle Throttle full forward (pushed in, full control travel, toward the panel) Also known as "full open" throttle. Throttle full aft (pulled out, full control travel, away from the panel). Also known as the throttle "idle" position. AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g Course Datum 1-10 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 used in flight. Gallons Per Hour is the amount of fuel consumed per hour. 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 is acceleration due to gravity. Course Datum is the compass reference used by the autopilot, along with course deviation, to provide lateral control when tracking a navigation signal. Revision 4 CESSNA MODEL 172S SECTION 1 GENERAL WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Center of Gravity (C.G.) C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load MAC July 8/98 Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station is a location along the airplane fuselage given in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. MAC {Mean Aerodynamic Chord) is the chord of an imaginary rectangular airfoil having the same pitching moments throughout the flight range as that of the actual wing. 1-11 SECTION 1 GENERAL CESSNA MODEL 172S WEIGHT AND BALANCE TERMINOLOGY (Continued) Maximum Ramp Weight Maximum Takeoff Weight Maximum Landing Weight Tare 1-12 Maximum Ramp Weight is the maximum weight approved for ground maneuver, and includes the weight of fuel used for start, taxi and run up. Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. 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. July 8/98 CESSNA MODEL 172S SECTION 1 GENERAL METRIC I IMPERIAL I 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. May 30/00 1-13 SECTION 1 GENERAL CESSNA MODEL 172S (Kilograms x 2.205 = Pounds) (Pounds x .454 =Kilograms) kg 0 lb. 0 10 22.046 20 44.093 30 66.139 40 88.185 50 110.23 60 132.28 70 154.32 80 176.37 90 198.42 100 220.46 lb. 0 kg 0 10 4.536 20 9.072 30 13.608 40 18.144 50 22.680 60 27.216 70 31.752 80 36.287 90 40.823 100 45.359 1-14 1 lb. 2.205 24.251 46.297 68.343 90.390 112.44 134.48 156.53 178.57 200.62 222.67 1 kg 0.454 4.990 9.525 14.061 18.597 23.133 27.669 32.205 36.741 41.277 45.813 KILOGRAMS INTO POUNDS KILOGRAMMES EN LIVRES 2 3 4 5 6 lb. lb. lb. lb. lb. 4.409 6.614 8.819 11.023 13.228 26.456 28.660 30.865 33.069 35.274 48.502 50.706 52.911 55.116 57.320 70.548 72.753 74.957 77.162 79.366 92.594 94.799 97.003 99.208 101.41 114.64 116.85 119.05 121.25 123.46 136.69 138.89 141.10 143.30 145.51 158.73 160.94 163.14 165.35 167.55 180.78 182.98 185.19 187.39 189.60 202.83 205.03 207.24 209.44 211.64 224.87 227.08 229.28 231.49 233.69 POUNDS INTO KILOGRAMS LIVRES EN KILOGRAMMES 2 3 4 5 6 kg kg kg kg kg 0.907 1.361 1.814 2.268 2.722 5.443 5.897 6.350 6.804 7.257 9.979 10.433 10.886 11.340 11.793 14.515 14.969 15.422 15.876 16.329 19.051 19.504 19.958 20.412 20.865 23.587 24.040 24.494 24.948 25.401 28.123 28.576 29.030 29.484 29.937 32.659 33.112 33.566 34.019 34.473 37.195 37.648 38.102 38.555 39.009 41.731 42.184 42.638 43.091 43.545 46.266 46.720 47.174 47.627 48.081 7 8 9 lb. lb. lb. 15.432 17.637 19.842 37.479 39.683 41.888 59.525 61.729 63.934 81.571 83.776 85.980 103.62 105.82 108.03 125.66 127.87 130.07 147.71 149.91 152.12 169.76 171.96 174.17 191.80 194.01 196.21 213.85 216.05 218.26 235.90 238.10 240.30 7 8 9 kg kg kg 3.175 3.629 4.082 7.711 8.165 8.618 12.247 12.701 13.154 16.783 17.237 17.690 21.319 21.772 22.226 25.855 26.303 26.762 30.391 30.844 31.298 34.927 35.380 35.834 39.463 39.916 40.370 43.999 44.452 44.906 48.534 48.988 49.442 Figure 1-2. Weight Conversions (Sheet 1 of 2) July 8/98 CESSNA MODEL 172S SECTION 1 GENERAL (Kilograms x 2.205 = Pounds) (Pounds x .454 = Kilograms) Revision 4 POUNDS KILOGRAMS 220 -..,----1 00 210 95 200 90 190 85 180 80 170 75 160 70 150 140 65 130 60 120 55 110 50 100 45 90 40 80 35 70 30 60 25 50 40 20 30 15 20 10 10 5 0 0 Units x 10, 100, etc. Figure 1-2 . Weight Conversions (Sheet 2) 0585T1021 1-15 SECTION 1 GENERAL m 0 feet 0 - - - 10 32.808 20 65.617 30 98.425 40 131.23 50 164.04 60 195.85 70 229.66 80 262.47 90 295.27 100 328.08 ft 0 m 0 --- 10 3.048 20 6.096 30 9.144 40 12.192 50 15.240 60 18.288 70 21.336 80 24.384 90 27.432 100 30.480 1-16 CESSNA MODEL 172S (Meters x 3.281 = Feet) (Feet x .305 = Meters) 1 2 feet feet 3.281 6.562 36.089 39.370 68.897 72.178 101.71 104.99 134.51 137.79 167.32 170.60 200.13 203.41 232.94 236.22 265.75 269.03 298.56 301.84 331.36 334.64 1 2 m m 0.305 0.610 3.353 3.658 6.401 6.706 9.449 9.754 12.497 12.802 15.545 15.850 18.593 18.898 21.641 21.946 24.689 24.994 27.737 28.042 30.785 31.090 METERS INTO FEET METRES EN PIEDS 3 4 5 feet feet feet 9.842 13.123 16.404 42.651 45.932 49.212 75.459 78.740 82.021 108.27 111.55 114.83 141.08 144.36 147.64 173.86 177.16 180.45 206.69 209.97 213.25 239.50 242.78 246.06 272.31 275.59 278.87 305.12 308.40 311.68 337.93 341.21 344.49 FEET INTO METERS PIEDS EN METRES 3 4 5 m m m 0.914 1.219 1.524 3.962 4.267 4.572 7.010 7.315 7.620 10.058 10.363 10.668 13.106 13.411 13.716 16.154 16.459 16.754 19.202 19.507 19.812 22.250 22.555 22.860 25.298 25.603 25.908 28.346 28.651 28.956 31.394 31.699 32.004 6 7 8 9 feet feet feet feet 19.685 22.956 26.247 29.528 52.493 55.774 59.055 62.336 85.302 88.582 91.863 95.144 118.11 121.39 124.67 127.95 150.92 154.20 157.48 160.76 183.73 187.01 190.29 193.57 216.53 219.82 223.10 226.38 249.34 252.62 255.90 259.19 282.15 285.43 288.71 291.58 314.96 318.24 321.52 324.80 347.77 351.05 354.33 357.61 6 7 8 9 m m m m 1.829 2.134 2.438 2.743 4.877 5.182 5.486 5.791 7.925 8.230 8.534 8.839 10.973 11.278 11.582 11.887 14.021 14.326 14.630 14.935 17.069 17.374 17.678 17.983 20.117 20.422 20.726 21.031 23.165 23.470 23.774 24.079 26.213 26.518 26.822 27.127 29.261 29.566 29.870 30.175 32.309 32.614 32.918 33.223 Figure 1-3. Length Conversions (Sheet 1 of 2) May 30/00 CESSNA MODEL 172S (Meters x 3.281 = Feet) FEET 320 300 280 260 240 220 200 180 160 140 120 100 80 60 40 20 0 SECTION 1 GENERAL (Feet x .305 = Meters) METERS 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0 Units x 10, 100, etc. Figure 1-3 . Length Conversions (Sheet 2) I Revision 4 1-17 SECTION 1 GENERAL CESSNA MODEL 172S (Centimeters x .394 = Inches) (Inches x 2.54 = Centimeters) cm 0 in. 0 --- 10 3.937 20 7.874 30 11.811 40 15.748 50 19.685 60 23.622 70 27.559 80 31.496 90 35.433 100 39.370 in. 0 cm 0 --- 10 25.40 20 50.80 30 76.20 40 101.60 50 127.00 60 152.40 70 177.80 80 203.20 90 228.60 100 254.00 1-18 1 in. 0.394 4.331 8.268 12.205 16.142 20.079 24.016 27.953 31.890 35.827 39.764 1 cm 2.54 27.94 53.34 78.74 104.14 129.54 154.94 180.34 205.74 231.14 256.54 CENTIMETERS INTO INCHES CENTIMETRES EN POLICES 2 3 4 5 6 in. in. in. in. in. 0.787 1.181 1.575 1.969 2.362 4.724 5.118 5.512 5.906 6.299 8.661 9.055 9.449 9.843 10.236 12.598 12.992 13.386 13.780 14.173 16.535 16.929 17.323 17.717 18.110 20.472 20.866 21.260 21.654 22.047 24.409 24.803 25.197 25.591 25.984 28.346 28.740 29.134 29.528 29.921 32.283 32.677 33.071 33.465 33.858 36.220 36.614 37.008 37.402 37.795 40.157 40.551 40.945 41.339 41.732 INCHES INTO CENTIMETERS POLICES EN CENTIMETRES 2 3 4 5 6 cm cm cm cm cm 5.08 7.62 10.16 12.70 15.24 30.48 33.02 35.56 38.10 40.64 55.88 58.42 60.96 63.50 66.04 81.28 83.82 86.36 88.90 91.44 106.68 109.22 111.76 114.30 116.84 132.08 134.62 137.16 139.70 142.24 157.48 160.02 162.56 165.10 167.64 182.88 185.42 187.96 190.50 193.04 208.28 210.82 213.36 215.90 218.44 233.68 236.22 238.76 241.30 243.84 259.08 261.62 264.16 266.70 269.24 7 8 9 in. in. in. 2.756 3.150 3.543 6.693 7.087 7.480 10.630 11.024 11.417 14.567 14.961 15.354 18.504 18.898 19.291 22.441 22.835 23.228 26.378 26.772 27.164 30.315 30.709 31.102 34.252 34.646 35.039 38.189 38.583 38.976 42.126 42.520 42.913 7 8 9 cm cm cm 17.78 20.32 22.96 43.18 45.72 48.26 68.58 71.12 73.66 93.98 96.52 99.06 119.38 121.92 124.46 144.78 147.32 149.86 170.18 172.72 175.26 195.58 198.12 200.66 220.98 223.52 226.06 246.38 248.92 251.46 271.78 274.32 276.86 Figure 1-4. Length Conversions (Sheet 1 of 2) May 30/00 CESSNA MODEL 172S SECTION 1 GENERAL (Centimeters x .394 = Inches) (Inches x 2.54 =Centimeters) INCHES CENTIMETERS 10 25 24 9-_,----- 23 22 21 8 7 6 5 20 19 18 17 16 15 14 13 12' 11 4-...,__-10 3 9 8 7 6 2 5 4 3 2 1 0 0 Units x 10, 100, etc. 0585T1028 Figure 1-4. Length Conversions (Sheet 2) I Revision 4 1-19 SECTION 1 CESSNA GENERAL MODEL 172S I{Stat"!' M;1,, ,1.609°KBom't"'i {K;lom,tecs ,.622·Stat"t' M;I") (Statute Miles x.869=Nautical Miles) (Nautical Miles x1 .15=Statute Miles) (Nautical Miles x1 .852=Kilometers) (Kilometers x.54=Nautical Miles) STATUTE NAUTICAL MILES MILES KILOMETERS 115 100 100 110 180 95 95 105 90 90 170 100 85 85 160 95 150 90 80 80 75 75 140 85 80 70 70 130 75 65 65 120 70 60 60 110 65 55 55 100 60 50 50 90 55 50 45 45 80 45 40 40 70 40 35 35 60 35 30 30 30 25 25 50 25 20 20 40 20 30 15 15 15 10 10 20 Units x 10, 100, etc. 10 5 5 5 10 0 0 0 0 0585T1029 Figure 1-5. Distance Conversions 1-20 Revision 4 CESSNA MODEL 172S SECTION 1 GENERAL (Imperial Gallons x 4.546 = Liters) (Liters x .22 = Imperial Gallons) Lt 0 IG 0 --- 10 2.200 20 4.400 30 6.599 40 8.799 50 10.999 60 13.199 70 15.398 80 17.598 90 19.798 100 21.998 IG 0 Lt 0 --- 10 45.460 20 90.919 30 136.38 40 181.84 50 227.30 60 272.76 70 318.22 80 363.68 90 409.14 100 454.60 May 30/00 1 IG 0.220 2.420 4.620 6.819 9.019 11.219 13.419 15.618 17.818 20.018 22.218 1 Lt 4.546 50.006 95.465 140.93 186.38 231.84 277.30 322.76 368.22 413.68 459.14 LITERS INTO IMPERIAL GALLONS LITRES EN GALLONS IMPERIAL 2 3 4 5 6 IG IG IG IG IG 0.440 0.660 0.880 1.100 1.320 2.640 2.860 3.080 3.300 3.520 4.840 5.059 5.279 5.499 5.719 7.039 7.259 7.479 7.699 7.919 9.239 9.459 9.679 9.899 10.119 11.439 11.659 11.879 12.099 12.319 13.639 13.859 14.078 14.298 14.518 15.838 16.058 16.278 16.498 16.718 18.038 18.258 18.478 18.698 18.918 20.238 20.458 20.678 20.898 21.118 22.438 22.658 22.878 23.098 23.318 IMPERIAL GALLONS INTO LITERS GALLONS IMPERIAL EN LITRES 2 3 4 5 6 Lt Lt Lt Lt Lt 9.092 13.638 18.184 22.730 27.276 54.552 59.097 63.643 68.189 72.735 100.01 104.56 109.10 113.65 118.20 145.47 150.02 154.56 159.11 163.66 190.93 195.48 200.02 204.57 209.11 236.39 240.94 245.48 250.03 254.57 281.85 286.40 290.94 295.49 300.03 327.31 331.86 336.40 340.95 345.49 372.77 377.32 381.86 386.41 390.95 418.23 422.77 427.32 431.87 436.41 463.69 468.23 472.78 477.33 481.87 7 8 IG IG 1.540 1.760 3.740 3.960 5.939 6.159 8.139 8.359 10.339 10.559 12.539 12.759 14.738 14.958 16.938 17.158 19.138 19.358 21.338 21.558 23.537 23.757 7 8 Lt Lt 31.822 36.368 77.281 81.827 122.74 127.29 168.20 172.75 213.66 218.21 259.12 263.67 304.58 309.13 350.04 354.59 395.50 400.04 440.96 445.50 486.42 490.96 Figure 1-6. Volume Conversions (Sheet 1 of 3) 9 IG 1.980 4.180 6.379 8.579 10.779 12.979 15.178 17.378 19.578 21.778 23.977 9 Lt 40.914 86.373 131.83 177.29 222.75 268.21 313.67 359.13 404.59 450.05 495.51 1-21 SECTION 1 GENERAL (Imperial Gallons x 4.4546 = Litres) (Litres x .22 = Imperial Gallons) 100 IMPERIAL 95 440 LITERS GALLONS 420 90 400 85 380 80 360 75 340 70 320 65 300 60 280 260 55 240 50 220 45 200 40 180 35 160 30 140 25 120 20 100 80 15 60 10 40 5 20 0 0 Units x 10, 100, etc. CESSNA MODEL 172S 0585T1032 Figure 1-6. Volume Conversions (Sheet 2 of 3) 1-22 July 8/98 CESSNA MODEL 172S (Imperial Gallons x 1.2 = U.S. Gallons) (U.S. Gallons x .833 = Imperial Gallons) (U.S. Gallons x 3.785 = Liters) (Liters x .264 = U.S. Gallons) SECTION 1 GENERAL IMPERIAL U.S. LITERS 120 GALLONS 1OO GALLONS 100 95 115 95 360 90 110 90 340 105 85 100 85 320 80 95 80 300 75 90 75 280 70 85 70 260 65 80 65 75 240 60 70 60 220 55 65 55 200 50 60 50 55 180 45 45 50 160 40 40 45 140 35 40 35 30 30 120 35 25 30 25 100 20 25 20 80 15 20 15 60 15 40 10 10 10 5 5 5 20 0 0 0 0 Units x 10, 100, etc. 0585T1033 Figure 1-6. Volume Conversions (Sheet 3 of 3) May 30/00 1-23 SECTION 1 GENERAL 1-24 TEMPERATURE CONVERSIONS CESSNA MODEL 172S ( ° F-32) x 5/9 = ° C ° C x 9/5 + 32 = ° F OF oc OF oc -40 -40 320 160 -30 340 -20 -30 360 180 -10 380 0 -20 200 400 10 -10 420 220 20 440 30 0 460 240 40 480 50 10 500 260 60 520 70 20 540 280 80 560 90 30 580 300 100 40 600 320 110 620 120 50 640 340 130 660 140 60 680 360 150 700 160 70 720 380 170 740 180 80 760 400 190 90 780 420 200 800 210 100 820 440 220 840 230 110 860 460 240 880 250 120 900 480 260 920 270 130 940 500 280 140 960 520 290 980 300 150 1000 540 310 1020 320 160 1040 560 0585T1034 Figure 1-7. Temperature Conversions July 8/98 CESSNA MODEL 172S SECTION 1 GENERAL PRESSURE CONVERSION HECTOPASCALS (MILLIBARS) TO INCHES MERCURY (inHG) ~~~ s-J~,... ~~ i!:--% m ~ :< ~ .. ~ .. ~ - ~ ~ ~ ~ iii "'" ~ !i1 ~ ii ~ f.l ~- ><! ~ ~ ~ ., Rl ~ - i<l ill Ri ill >ii :il ;;; ;i;-- iii ~ ~ ..[;; ;; ~ ., ill i<! ,;o-ili ;; ~ii -- ;j ::l ;J ~ill "' = !ll -:;j_ § <> ;;i = 1[; f:ll ~ " 1'l &l ~ :i:: _.. Figure 1-8. Hectopascals to Inches Mercury Revision 4 1-25 SECTION 1 GENERAL AVGAS Specific Gravity = .72 CESSNA MODEL 172S (Liters X .72 = Kilograms) - (Kilograms X 1.389 = Liters) (Liters X 1.58 = Pounds) - (Pounds X .633 = Liters) LITERS POUNDS LITERS KILOGRAMS 100 100 95 150 135 95 130 90 140 125 90 85 120 85 130 AVGAS FUEL 115 80 110 80 75 120 105 75 70 110 100 70 95 65 100 90 65 60 85 60 90 80 55 75 55 50 80 70 50 45 65 45 70 60 40 60 55 40 35 50 35 50 45 30 40 30 25 40 35 25 20 30 20 30 25 15 20 20 15 10 15 10 5 10 10 5 5 0 0 Units x 10, 100, etc. 0 0 0585T1030 I Figure 1-9. Volume to Weight Conversion I1-26 Revision 4 CESSNA MODEL 172S I AV GAS SPECIFIC GRAVITY 0.72 Revision 4 Figure 1-10. Quick Conversions SECTION 1 GENERAL 1-27/1-281 CESSNA MODEL 172S SECTION 2 LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction ..................................... . Airspeed Limitations .............................. . Airspeed Indicator Markings ......................... . Powerplant Limitations ............................. . Powerplant Instrument Markings ..................... . Weight Limits ................................... . Normal Category ............................... . Utility Category ................................ . Center Of Gravity Limits ........................... . Normal Category ............................... . Utility Category ................................ . Maneuver Limits ................................. . Normal Category ............................... . Utility Category ................................ . Flight Load Factor Limits .......................... . Normal Category .............................. . Utility Category ............................... . Kinds Of Operation Limits ......................... . Fuel Limitations ................................. . Additional Fuel Limitations ......................... . Other Limitations ................................ . Flap Limitations .............................. . Placards ...................................... . IRevision 4 Page 2-3 2-4 2-5 2-5 2-6 2-7 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-10 2-10 2-10 2-10 2-11 2-11 2-11 2-11 2-12 2-1 /2-2 CESSNA MODEL 172S SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section and in Section 9 have been approved by the Federal Aviation Administration. Observance of these operating limitations is required by Federal Aviation Regulations. Refer to Operating operating necessary options. NOTE the Supplements, Section 9, of this Pilot's Handbook for amended operating limitations, procedures, performance data and other information for airplanes equipped with specific NOTE The airspeeds listed in the Airspeed Limitations chart (Figure 2-1) and the Airspeed Indicator Markings chart (Figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. I The Cessna Model 172S is certificated under FAA Typel Certificate No. 3A 12. May 30/00 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL 172S 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. SYMBOL SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 160 163 Do not exceed this speed in any operation. VNo Maximum Structural 126 129 Do not exceed this Cruising Speed speed except in smooth air, and then only with caution. VA Maneuvering Speed: Do not make full or 2550 Pounds 102 105 abrupt control 2200 Pounds 95 98 movements above 1900 Pounds 88 90 this speed. VFE Maximum Flap Extended Speed: Do not exceed this 10° Flaps 107 110 speed with flaps 10° to 30° Flaps 85 85 down. Maximum 160 163 Do not exceed this ----- Window Open speed with windows Speed open. Figure 2-1. Airspeed Limitations 2-4 July 8/98 CESSNA MODEL 172S SECTION 2 LIMITATIONS AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in Figure 2-2. KIAS MARKING VALUE SIGNIFICANCE OR RANGE White Arc 40 - 85 Full Flap Operating Range. Lower limit is maximum weight Vs0 in landing configuration. Upper limit is maximum speed permissible with flaps extended. Green Arc 48 -129 Normal Operating Range. Lower limit is maximum weight Vs1 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. POWERPLANT LIMITATIONS Engine Manufacturer: Textron Lycoming. Engine Model Number: I0-360-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: Oil Pressure, Minimum: Maximum: Revision 4 245°F (118°C). 20 PSI. 115 PSI. 2-5 SECTION 2 LIMITATIONS CESSNA MODEL 172S Fuel Grade: See Fuel Limitations. Oil Grade (Specification): I MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil or MIL-L-22851 or SAE J1899 Ash less Dispersant Oil. Oil must comply with the latest revision and/or supplement for Textron Lycoming Service Instruction No. 1014. I Propeller Manufacturer: McCauley Propeller Systems. Propeller Model Number: 1A170E/JHA7660. Propeller Diameter Maximum 76 inches. Minimum: 75 inch minimum. POWERPLANT INSTRUMENT MARKINGS Powerplant instrument markings and their color code significance are shown in Figure 2-3. RED LINE GREEN ARC RED INSTRUMENT {NORMAL LINE {MINIMUM) OPERATING) {MAX) Tachometer: Sea Level 2100 to 2500 RPM 5000 Feet ---- 2100 to 2600 RPM 2700 10,000 Feet 2100 to 2700 RPM Oil ---- 100 to 245°F 245°F Temperature Oil Pressure 20 PSI 50 to 90 PSI 115 PSI Fuel Quantity 0 (1.5 Gal. Unusable Each Tank) Fuel Flow ---- 0 to 12 GPH ---- Vacuum Gage ---- 4.5 - 5.5 in.Hg ---- Figure 2-3. Powerplant Instrument Markings 2-6 Revision 4 CESSNA MODEL 172S SECTION 2 LIMITATIONS WEIGHT LIMITS NORMAL CATEGORY Maximum Ramp Weight: 2558 lbs. Maximum Takeoff Weight: 2550 lbs. Maximum Landing Weight: 2550 lbs. Maximum Weight in Baggage Compartment: Baggage Area 1 - Station 82 to 108: 120 lbs. Baggage Area 2 - Station 108 to 142: 50 lbs. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs. UTILITY CATEGORY Maximum Ramp Weight: 2208 lbs. Maximum Takeoff Weight: 2200 lbs. Maximum Landing Weight: 2200 lbs. Maximum Weight in Baggage Compartment: In the utility category, the baggage compartment must be empty and rear seat must not be occupied. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight line variation to 41.0 inches aft of datum at 2550 lbs. Aft: 47.3 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. Jul 8/98 2-7 SECTION 2 LIMITATIONS UTILITY CATEGORY Center of Gravity Range: CESSNA MODEL 172S Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight line variation to 37.5 inches aft of datum at 2200 lbs. Aft: 40.5 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for non aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. NORMAL CATEGORY MANEUVERS AND RECOMMENDED EN- TRY 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 KIAS. 2-8 Jul 8/98 CESSNA MODEL 172S UTILITY CATEGORY SECTION 2 LIMITATIONS 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. 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 re- quirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose ex- cessive loads. In the execution of all maneuvers, avoid abrupt use of controls. Jul 8/98 2-9 SECTION 2 LIMITATIONS FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY CESSNA MODEL 172S Flight Load Factors (Maximum Takeoff Weight - 2550 lbs.): *Flaps Up . . . . . . . . . . . . . . . . . . . . . . . +3.8g, -1 .52g *Flaps Down . . . . . . . . . . . . . . . . . . . . . +3.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. UTILITY CATEGORY Flight Load Factors (Maximum Takeoff Weight - 2200 lbs.): *Flaps Up . . . . . . . . . . . . . . . . . . . . . . . +4.4g, -1. 76g *Flaps Down . . . . . . . . . . . . . . . . . . . . . +3.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS I The airplane as delivered 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 reference 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. 2-10 Revision 4 CESSNA MODEL 172S FUEL LIMITATIONS SECTION 2 LIMITATIONS Total Fuel: 56 U.S. gallons (2 tanks at 28.0 gallons each). Usable Fuel (all flight conditions): 53.0 U.S. gallons. Unusable Fuel: 3.0 U.S. gallons (1.5 gallons each tank). NOTE To ensure maximum fuel capacity and m1rnm1ze cross- feeding 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. ADDITIONAL FUEL LIMITATIONS 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): 1OOLL Grade Aviation Fuel (Blue). 100 Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: Approved Landing Range: Jul 8/98 0° to 10° 0° to 30° 2-11 SECTION 2 LIMITATIONS CESSNA MODEL 172S I PLACARDS The following information must be displayed in the form of compos- ite or individual placards. 1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped). The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane in the Normal Category. Other operating limitations which must be complied with when operating this airplane in this category or in the Utility Category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Normal Category Utility Category Spin Recovery No acrobatic maneuvers, including spins, approved. No acrobatic maneuvers approved, except those listed in the Pilot's Operating Handbook. Baggage compartment and rear seat must not be occupied. Opposite rudder - forward elevator - neutralize controls. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY-NIGHT-VFR-IFR 2-12 Revision 4 CESSNA MODEL 172S SECTION 2 LIMITATIONS 2. On the fuel selector valve: TAKEOFF BOTH LANDING 53.0 GAL. LEFT 26.5 GAL. LEVEL FLIGHT ONLY 3. Near fuel tank filler cap: FUEL SELECTOR FUEL ALL FLIGHT ATTITUDES RIGHT 26.5 GAL. LEVEL FLIGHT ONLY 100LL/100 MIN. GRADE AVIATION GASOLINE CAP. 26.5 U.S. GAL. USABLE CAP 17.5 U.S. GAL USABLE TO BOTTOM OF FILLER INDICATOR TAB 4. On flap control indicator: 0° to 10° 110 KIAS (Partial flap range with blue color code; also, mechanical detent at 10°.) 10° to 30° 85 KIAS Jul 8/98 (White color code; also, mechanical detent at 20°.) 2-13 SECTION 2 LIMITATIONS 5. In baggage compartment: CESSNA MODEL 172S 120 POUNDS MAXIMUM BAGGAGE FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 120 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 6. A calibration card must be provided to indicate the accuracy of the magnetic compass in 30° increments. 7. On the oil filler cap: OIL 8 QTS 8. On control lock: CAUTION! CONTROL LOCK REMOVE BEFORE STARTING ENGINE 9. Near airspeed indicator: II MANEUVERING SPEED - 105 KIAS 2-14 Revision 4 CESSNA MODEL 172S SECTION 2 LIMITATIONS 10. On the Upper Right Side of the Aft Cabin Partition: EMERGENCY LOCATOR TRANSMITTER INSTALLED AFT OF THIS PARTITION MUST BE SERVICED IN ACCORDANCE WITH FAR PART 91.207 11. On forward face of firewall adjacent to the battery: 12. CAUTION 24 VOL TS D.C. THIS AIRCRAFT IS EQUIPPED WITH ALTERNATOR AND A NEGATIVE GROUND SYSTEM. OBSERVE PROPER POLARITY. REVERSE POLARITY WILL DAMAGE ELECTRICAL COMPONENTS. On the upper right instrument panel: SMOKING PROHIBITED I IRevision 4 2-15/2-16 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction AIRSPEEDS Page 3-3 Airspeeds For Emergency Operation . . . . . . . . . . . . . . . . . . . 3-3 EMERGENCY PROCEDURES CHECKLIST Engine Failures .................................. . Engine Failure During Takeoff Roll ................. . Engine Failure Immediately After Takeoff ............. . Engine Failure During Flight (Restart Procedures) ...... . Forced Landings ................................. . Emergency Landing Without Engine Power ........... . Precautionary Landing With Engine Power ........... . Ditching ..................................... . Fires ........................................ · · · During Start On Ground ......................... . Engine Fire In Flight ............................ . Electrical Fire In Flight .......................... . Cabin Fire .................................... . Wing Fire .................................... . Icing .......................................... . Inadvertent Icing Encounter ....................... . Static Source Blockage ......................... . Landing With A Flat Main Tire ...................... . Landing With A Flat Nose Tire ...................... . Revision 4 3-4 3-4 3-4 3-51 3-5 3-5 3-61 3-5 ~~~ 3-7 3-81 3-8 3-9 3-9 3-9 3-10 3-10 3-10 3-1 SECTION 3 CESSNA MODEL 172S EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) Page Electrical Power Supply System Malfunctions . . . . . . . . . . . 3-11 Ammeter Shows Excessive Rate of Charge (Full Scale Deflection) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11 Low Voltage Annunciator (VOLTS) Illuminates During Flight (Ammeter Indicates Discharge) . . . . . . . . . . . . . . . . . . . 3-11 Vacuum System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12 AMPLIFIED EMERGENCY PROCEDURES Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13 Forced Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15 Landing Without Elevator Control . . . . . . . . . . . . . . . . . . . . 3-15 Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16 Emergency Operation In Clouds (Vacuum System Failure) 3-16 Executing A 180° Turn In Clouds . . . . . . . . . . . . . . . . . 3-16 Emergency Descent Through Clouds . . . . . . . . . . . . . . . 3-17 Recovery From Spiral Dive In The Clouds . . . . . . . . . . . 3-18 Inadvertent Flight Into Icing Conditions . . . . . . . . . . . . . . . . 3-18 Static Source Blocked . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18 Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19 Rough Engine Operation Or Loss Of Power . . . . . . . . . . . . 3-20 Spark Plug Fouling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20 Magneto Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20 Engine-Driven Fuel Pump Failure . . . . . . . . . . . . . . . . . 3-20 Excessive Fuel Vapor Indications . . . . . . . . . . . . . . . . . 3-21 Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21 Electrical Power Supply System Malfunctions . . . . . . . . . . 3-22 Excessive Rate of Charge . . . . . . . . . . . . . . . . . . . . . . . 3-22 Insufficient Rate Of Charge . . . . . . . . . . . . . . . . . . . . . . 3-23 Other Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23 Windshield Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23 3-2 Revision 4 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be 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. Emergency procedures associated with standard avionics, the EL T, or any optional systemsl can be found in the Supplements, Section 9. AIRSPEEDS AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up ............................ . Wing Flaps Down .......................... . Maneuvering Speed: 2550 Lbs ............................... . 2200 Lbs ................................ . 1900 Lbs ................................ . Maximum Glide .............................. . Precautionary Landing With Engine Power .......... . Landing Without Engine Power: Wing Flaps Up ............................ . Wing Flaps Down .......................... . May 30/00 70 KIAS 65 KIAS 105 KIAS 98 KIAS 90 KIAS 68 KIAS 65 KIAS 70 KIAS 65 KIAS 3-3 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172S EMERGENCY PROCEDURES CHECKLIST 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 -- 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 Shutoff Valve -- OFF (Pull Full Out). 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED. 6. Master Switch -- OFF. 7. Cabin Door -- UNLATCH. 8. Land -- STRAIGHT AHEAD. Revision 4 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES ENGINE FAILURE DURING FLIGHT (Restart Procedures) 1 . Airspeed -- 68 KIAS. 2. Fuel Shutoff Valve -- ON (push full in). 3. Fuel Selector Valve -- BOTH. 4. Auxiliary Fuel Pump Switch -- ON. 5. Mixture -- RICH (if restart has not occurred). 6. Ignition Switch -- BOTH (or START if propeller is stopped). NOTE If the propeller is windmilling, the engine will restart automatically within a few seconds. If the propeller has stopped (possible at low speeds), turn the ignition switch to START, advance the throttle slowly from idle and lean the mixture from full rich as required for smooth operation. 7. Auxiliary Fuel Pump Switch -- OFF. NOTE If the fuel flow indicator immediately drops to zero (indicating an engine-driven fuel pump failure), return the Auxiliary Fuel Pump Switch to the ON position. FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1. Passenger Seat Backs -- MOST UPRIGHT POSITION. 2. Seats and Seat Belts -- SECURE. 3. Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). 4. Mixture -- IDLE CUT OFF. 5. Fuel Shutoff Valve -- OFF (Pull Full Out). 6. Ignition Switch -- OFF. 7. Wing Flaps -- AS REQUIRED (30° recommended). 8. Master Switch -- OFF (when landing is assured). 9. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 10. Touchdown -- SLIGHTLY TAIL LOW. 11. Brakes -- APPLY HEAVILY. Revision 4 3-51 SECTION 3 EMERGENCY PROCEDURES PRECAUTIONARY LANDING WITH ENGINE POWER CESSNA MODEL 172S 1. 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, then retract flaps upon reaching a safe altitude and airspeed. 6. Avionics Master Switch and Electrical Switches -- OFF. 7. Wing Flaps -- 30° (on final approach). 8. Airspeed -- 65 KIAS. 9. Master Switch -- OFF. 10. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 11. Touchdown -- SLIGHTLY TAIL LOW. 12. Ignition Switch -- OFF. 13. Brakes -- APPLY HEAVILY. DITCHING 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWK 7700. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON (if possible). 3. Passenger Seat Backs -- MOST UPRIGHT POSITION. 4. Seats and Seat Belts -- SECURE. 5. Wing Flaps -- 20° to 30°. 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 10° flaps. 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. 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. Revision 4 CESSNA MODEL 172S FIRES DURING START ON GROUND SECTION 3 EMERGENCY PROCEDURES 1. Ignition Switch -- START, Continue Cranking to get a startl which would suck the flames and accumulated fuel into the engine. If engine starts: 2. Power -- 1800 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. Fuel Shutoff Valve -- OFF {Pull Full Out). 8. Auxiliary Fuel Pump Switch -- OFF. I 9. Fire Extinguisher -- ACTIVATE. 10. Engine -- SECURE. a. Master Switch -- OFF. b. Ignition Switch -- OFF 11. Parking Brake -- RELEASE. 12. Airplane -- EVACUATE. 13. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or dirt. 14. 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 Shutoff Valve -- Pull Out {OFF). 3. Auxiliary Fuel Pump Switch -- OFF. 4. Master Switch -- OFF. I 5. Cabin Heat and Air -- OFF (except overhead vents). 6. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed - within airspeed limitations - which will provide an incombustible mixture). 7. Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power). Revision 4 SECTION 3 EMERGENCY PROCEDURES ELECTRICAL FIRE IN FLIGHT 1 . Master Switch -- OFF. 2. Vents, Cabin Air, Heat -- CLOSED. 3. Fire Extinguisher -- ACTIVATE. 4. Avionics Master Switch -- OFF. 5. All Other Switches (except ignition switch) -- OFF. AwARNING CESSNA MODEL 172S AFTER DISCHARGING FIRE EXTINGUISHER AND ASCERTAINING THAT FIRE HAS BEEN EXTINGUISHED, VENTILATE THE CABIN. 6. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. If fire has been extinguished and electrical power is necessary for continuance of flight to nearest suitable airport or landing area: 7. Master Switch -- ON. 8. Circuit Breakers -- CHECK for faulty circuit, do not reset. 9. Radio Switches -- OFF. 10. Avionics Master Switch -- ON. 11. Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. CABIN FIRE 1 . Master Switch -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). 3. Fire Extinguisher -- ACTIVATE. AwARNING AFTER DISCHARGING FIRE EXTINGUISHER AND ASCERTAINING THAT FIRE HAS BEEN EXTINGUISHED, VENTILATE THE CABIN. 4. Vents/Cabin Air/Heat -- Open when it is ascertained that fire is completely extinguished. 5. Land the airplane as soon as possible to inspect for damage. Revision 4 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES I WING FIRE 1. Landing/Taxi Light Switches -- OFF. 2. Navigation 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. ICING INADVERTENT ICING ENCOUNTER 1. Turn pitot heat switch ON. 2. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. 3. Pull cabin heat control full out and open defroster outlets to obtain maximum windshield defroster airflow. Adjust cabin air control to get maximum defroster heat and airflow. 4. Watch for signs of engine-related icing conditions. An unexplained loss in engine speed could be caused by ice blocking the air intake filter, or, in extremely rare instances, ice completely blocking the fuel injection air reference tubes. Change the throttle position to obtain maximum RPM. This may require either advancing or retarding the throttle, dependent on where ice has accumulated in the system. Adjust mixture, as required, for maximum RPM. 5. Plan a landing at the nearest airport. With an extremely rapid ice build up, select a suitable "off airport" landing site. 6. With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed and a longer landing roll. 7. 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. 8. Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. 9. Perform a landing approach using a forward slip, if necessary, for improved visibility. Revision 4 3-9 SECTION 3 CESSNA MODEL 172S EMERGENCY PROCEDURES I 10. Approach at 65 to 75 KIAS depending upon the amount of the accumulation. 11. Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) 1. Static Pressure Alternate Source Valve -- PULL ON. 2. Airspeed -- Consult appropriate calibration tables in Section 5. LANDING WITH A FLAT MAIN TIRE 1 . Approach -- NORMAL. 2. Wing Flaps -- 30°. 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. Flaps -- AS REQUIRED. 3. Touchdown -- ON MAINS, hold nose wheel off the ground as long as possible. 4. When nose wheel touches down, maintain full up elevator as airplane slows to stop. 3-10 May 30/00 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. AcAUTION WITH THE ALTERNATOR SIDE OF THE MASTER SWITCH OFF, COMPASS DEVIATIONS OF AS MUCH AS 25° MAY OCCUR. 2. Nonessential Electrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. LOW VOLTAGE ANNUNCIATOR (VOLTS) ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) NOTE Illumination of "VOLTS" on the annunciator panel may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the annunciator will go out at higher RPM. The I master switch need not be recycled since an overvoltage condition has not occurred to deactivate the alternator system. 1. Avionics Master Switch -- OFF. 2. Alternator Circuit Breaker (ALT FLO) -- CHECK IN. I 3. Master Switch -- OFF (both sides). 4. Master Switch -- ON. 5. Low Voltage Annunciator (VOLTS) -- CHECK OFF. I 6. Avionics Master Switch -- ON. If low voltage annunciator (VOL TS) illuminates again: I 7. Alternator -- OFF. 8. Nonessential Radio and Electrical Equipment -- OFF. 9. Flight -- TERMINATE as soon as practical. Revision 4 3-11 I SECTION 3 CESSNA MODEL 172S EMERGENCY PROCEDURES VACUUM SYSTEM FAILURE ILeft Vacuum (L VAC) Annunciator or Right Vacuum (VAC R) Annunciator Illuminates. AcAUTION IF VACUUM IS NOT WITHIN NORMAL OPERATING LIMITS, A FAILURE HAS OCCURRED IN THE VACUUM SYSTEM AND PARTIAL PANEL PROCEDURES MAY BE REQUIRED FOR CONTINUED FLIGHT. 1. Vacuum Gage -- CHECK to ensure vacuum within normal operating limits. 13-12 Revision 4 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES AMPLIFIED EMERGENCY PROCEDURES The following Amplified Emergency Procedures elaborate upon information contained 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, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° 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. July 8/98 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172S After an engine failure in flight, the most important course of laction is to continue flying the airplane. Best glide speed as shown in Figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12,000 I- 10,000 LL z <( 8000 a: a: LlJ I- LlJ 6000 > 0 en <( I- 4000 I CD LlJ I 2000 *SPEED 68 KIAS * PROPELLER WINDMILLING *FLAPS UP *ZERO WIND 0 0 2 4 6 8 10 12 14 16 18 20 GROUND DISTANCE - NAUTICAL MILES 0585C1011 Figure 3-1. Maximum Glide 3-14 Revision 4 CESSNA MODEL 172S FORCED LANDINGS SECTION 3 EMERGENCY PROCEDURES 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 and 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 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. Avoid a landing flare because of 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 set the AVIONICS MASTERI switch or the airplane MASTER switch to the OFF position until a landing is assured. When these switches are in the OFF position, the airplane electrical systems are de-energized. Before performing a forced landing, especially in remote and mountainous areas, activate the EL T transmitter by positioning the cockpit-mounted switch to the ON position. For complete information on EL T operation, refer to the Supplements, Section 9. 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;I control the glide angle by adjusting power exclusively. Revision 4 3-15 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172S I At the landing flare (round-out), the nose down moment resulting from power reduction is an adverse factor and the airplane may land on the nose wheel. Consequently, at flare, the elevator trim control should be adjusted toward the full nose up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. EMERGENCY OPERATION IN CLOUDS (Total Vacuum System Failure) If both the vacuum pumps fail in 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. If an autopilot is installed, it too may be affected. Refer to Section 9, Supplements, for additional details concerning autopilot operation. The following instructions assume that only the electrically powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 180° 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. Using the clock, 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. 3-16 Revision 4 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES 3. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 4. If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. 5. Maintain altitude and airspeed by cautious application of elevator control. Avoid over controlling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions prevent return to VFR flight by a 180° turn, al 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 letdown condition as follows: 1. Apply full rich mixture. 2. Reduce power to set up a 500 to 800 ft/min rate of descent. 3. Adjust the elevator trim for a stabilized descent at 70-80 KIAS. 4. Keep hands off the control wheel. 5. Monitor turn coordinator and make corrections by rudder alone. 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. Revision 4 3-17 SECTION 3 EMERGENCY PROCEDURES RECOVERY FROM SPIRAL DIVE IN THE CLOUDS CESSNA MODEL 172S If a spiral is encountered in the clouds, proceed as follows: 1. Retard throttle to idle position. 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. 3. Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS. 4. Adjust the elevator trim control to maintain an 80 KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. 6. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. 7. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS I Flight into icing conditions is prohibited and extremely dangerous. 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. During these encounters, an unexplained loss in engine speed 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. STATIC SOURCE BLOCKED If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the static pressure lalternate source valve should be pulled ON, thereby supplying static pressure to these instruments from the cabin. 3-18 Revision 4 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES I When using the alternate static source, refer to the Alternate Static Source Airspeed Calibration table in Section 5, Performance, for additional information. Maximum airspeed and altimeter variation from normal is 4 knots and 30 feet over the normal operating range with the window(s) lclosed. See Section 5, Performance, for additional airspeed calibration data. 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 RES ULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. For additional information on spins and spin recovery, see the discussion under SPINS in Normal Procedures (Section 4). Revision 4 3-19 SECTION 3 EMERGENCY PROCEDURES ROUGH ENGINE OPERATION OR LOSS OF POWER SPARK PLUG FOULING CESSNA MODEL 172S A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits. This may be verified by turning the ignition switch momentarily from BOTH to either L or R position. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if lcontinued operation on BOTH magnetos is possible. If not, switch to the good magneto and proceed to the nearest airport for repairs. ENGINE-DRIVEN FUEL PUMP FAILURE Failure of the engine-driven fuel pump will result in an immediate loss of engine power, similar to fuel exhaustion or starvation, but while operating from a fuel tank containing adequate fuel. A sudden reduction in indicated fuel flow will occur just before loss of engine power. If the engine-driven fuel pump fails, immediately set the auxiliary fuel pump switch (FUEL PUMP) to the ON position to restore engine power. The flight should be terminated as soon as practical and the engine-driven fuel pump repaired. 3-20 Revision 4 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES EXCESSIVE FUEL VAPOR INDICATIONS Excessive fuel vapor is most likely to be generated during groun operations when operating at higher altitudes, in unusually warm temperatures or with more volatile fuel blends. Operation at or nea idle RPM (low fuel flow) for extended periods will increase th chances of fuel vapor generation. (See "Leaning For Groun Operations", Section 4.) Indicated fuel flow that is not stable (sudden changes greate than 1 gal/hr) is a sign that fuel vapor may be present in the system. Fuel flow indications that become less stable (increasing changes) may lead to power surges and power loss if not corrected. If in-flight vapor is suspected, smoother engine operation ma result from making the following changes (singly or together): se the auxiliary fuel pump to the ON position, lean the mixture fo smooth engine operation and select another fuel tank. Increasing the airspeed to provide more air flow through the cowling will aid in cooling the engine and fuel system components. LOW OIL PRESSURE If the low oil pressure annunciator (OIL PRESS) illuminates and oil temperature remains normal, the oil pressure sending unit o~ relief valve may be malfunctioning. Land at the nearest airport t inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil temperature, 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. Revision 4 3-21 I SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS CESSNA MODEL 172S Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low voltage lannunciator (VOLTS); however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A defective alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an overvoltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. If the overvoltage sensor malfunctions, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, nonessential electrical equipment turned off and the flight terminated as soon as practical. Revision 4 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES INSUFFICIENT RATE OF CHARGE NOTE The low voltage annunciator (VOLTS) may come on and ammeter discharge 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 annunciator will go out at higher RPM. I I If the overvoltage sensor should shut down the alternator and trip the alternator circuit breaker (ALT FLO), or if the alternator output isl low, a discharge rate will be shown on the ammeter followed by illumination of the low voltage annunciator (VOLTS). Since this maYI be a "nuisance" trip out, an attempt should be made to reactivate the alternator system. To reactivate, set the avionics master switch to the OFF position, check that the alternator circuit breaker (AL FLO) is in, then set both sides of the master switch to the OF position and then to the ON position. If the problem no longer exists, normal alternator charging will resume and the low voltag annunciator (VOLTS) will go off. The avionics master switch ma then be returned to the ON position. If the annunciator illuminates again, a malfunction is confirmed.I In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. Battery power must be conserved for later operation of the wing flaps and, if the emergency occurs at night, for possible use of the landing lights during landing. OTHER EMERGENCIES WINDSHIELD DAMAGE If a bird strike or other incident should damage the windshield in flight to the point of creating an opening, a significant loss in performance may be expected. This loss may be minimized in some cases (depending on amount of damage, altitude, etc.) by opening the side windows while the airplane is maneuvered for a landing at the nearest airport. If airplane performance or other adverse conditions preclude landing at an airport, prepare for an "off airport" landing in accordance with the Precautionary Landing With Engine Power or Ditching checklists. Revision 4 3-23/3-241 CESSNA MODEL 172S SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Introduction AIRSPEEDS Page 4-5 Airspeeds For Normal Operation . . . . . . . . . . . . . . . . . . . . . . 4-5 CHECKLIST PROCEDURES Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7 Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7 Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8 Right Wing, Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . 4-8 Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8 Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9 Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10 Left Wing, Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . 4-11 Left Wing, Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . 4-11 Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11 Starting Engine (With Battery) . . . . . . . . . . . . . . . . . . . . . . . 4-12 Starting Engine (With External Power) . . . . . . . . . . . . . . . . . 4-13 Beto re Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 5 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15 Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15 Short Field Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16 Enroute Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16 Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16 Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16 Revision 4 4-1 SECTION 4 CESSNA MODEL 172S NORMAL PROCEDURES TABLE OF CONTENTS (Continued) Page Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 Securing Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 AMPLIFIED PROCEDURES Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18 Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19 Recommended Starter Duty Cycle . . . . . . . . . . . . . . . . . . 4-20 Leaning For Ground Operations . . . . . . . . . . . . . . . . . . . . . . 4-21 Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21 Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23 Warm Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23 Magneto Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23 Alternator Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23 Landing Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24 Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24 Power Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24 Wing Flap Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 Enroute Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26 Leaning With an EGT Indicator . . . . . . . . . . . . . . . . . . . . 4-27 Fuel Savings Procedures for Flight Training Operations 4-28 Fuel Vapor Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29 Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30 Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30 Closed Throttle Engine Operating (Idling) During Flight 4-32 4-2 Revision 4 CESSNA MODEL 172S SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS (Continued) Page Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33 Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33 Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33 Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34 Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34 Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34 Winterization Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36 Hot Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36 Noise Characteristics And Noise Reduction . . . . . . . . . . . . . 4-36 Revision 4 4-3/4-4 CESSNA MODEL 172S SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in the Supplements, Section 9. I AIRSPEEDS AIRSPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 2550 pounds and may be used for any lesser weight. Takeoff: Normal Climb Out ........................ . Short Field Takeoff, Flaps 10°, Speed at 50 Feet Enroute Climb, Flaps Up: 75-85 KIAS 56 KIAS Normal, Sea Level . . . . . . . . . . . . . . . . . . . . . . . . 75-85 KIAS Normal, 10,000 Feet . . . . . . . . . . . . . . . . . . . . . . . 70-80 KIAS Best Rate-of-Climb, Sea Level . . . . . . . . . . . . . . . . . . 74 KIAS Best Rate-of-Climb, 10,000 Feet . . . . . . . . . . . . . . . . 72 KIAS Best Angle-of-Climb, Sea Level . . . . . . . . . . . . . . . . . 62 KIAS Best Angle-of-Climb, 10,000 Feet . . . . . . . . . . . . . . . 67 KIAS Landing Approach: Normal Approach, Flaps Up . . . . . . . . . . . . . . . . . 65-75 KIAS Normal Approach, Flaps 30° . . . . . . . . . . . . . . . . . 60-70 KIAS Short Field Approach, Flaps 30° . . . . . . . . . . . . . . . . 61 KIAS Balked Landing: Maximum Power, Flaps 20° .................. . 60 KIAS Maximum Recommended Turbulent Air Penetration Speed: 2550 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105 KIAS 2200 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 KIAS 1900 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KIAS Maximum Demonstrated Crosswind Velocity: Takeoff or Landing ....................... . 15 KNOTS May 30/00 4-5 SECTION 4 NORMAL PROCEDURES NOTE CESSNA MODEL 172S I Visually check airplane for general condition during walk- around inspection. Airplane should be parked in a normal ground attitude (refer to Figure 1-1) to ensure that fuel drain valves allow for accurate sampling. Use of the refueling steps and assist handles will simplify access to the upper wing surfaces for visual checks and refueling operations. 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 is warm to touch within 30 seconds with battery and pitot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection 4-6 May 30/00 CESSNA MODEL 172S SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION (!)CABIN 1. Pitot Tube Cover -- REMOVE. Check for pitot blockage. I 2. Pilot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. 3. Airplane Weight and Balance -- CHECKED. 4. Parking Brake -- SET. 5. Control Wheel Lock -- REMOVE. 6. Ignition Switch -- OFF. 7. Avionics Master Switch -- OFF. j\ 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. 8. Master Switch -- ON. 9. Fuel Quantity Indicators -- CHECK QUANTITY and ENSURE LOW FUEL ANNUNCIATORS (L LOW FUEL R) ARE EXTINGUISHED. 10. Avionics Master Switch -- ON. 11. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION. 12. Avionics Master Switch -- OFF. 13. Static Pressure Alternate Source Valve -- OFF. 14. Annunciator Panel Switch -- PLACE AND HOLD IN TST POSITION and ensure all annunciators illuminate. Revision 4 4-7 SECTION 4 CESSNA MODEL 172S NORMAL PROCEDURES 15. Annunciator Panel Test Switch -- RELEASE. Check that ap- propriate annunciators remain on. NOTE When Master Switch is turned ON, some annunciators will flash for approximately 10 seconds before illuminating steadily. When panel TST switch is toggled up and held in position, all remaining lights will flash until the switch is released. 16. Fuel Selector Valve -- BOTH. 17. Fuel Shutoff Valve -- ON (Push Full In). 18. Flaps -- EXTEND. 19. Pitot Heat -- ON. (Carefully check that pitot tube is warm to touch within 30 seconds.) 20. Pitot Heat -- OFF. 21. Master Switch -- OFF. 23. Baggage Door -- CHECK, lock with key. 1 22. Elevator Trim -- SET for takeoff. 24. Autopilot Static Source Opening (if installed) -- CHECK for blockage. @ EMPENNAGE 1. Rudder Gust Lock (if installed) -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. 4. Trim Tab -- CHECK security. 5. Antennas -- CHECK for security of attachment and general condition. @ RIGHT WING Trailing Edge 1. Aileron -- CHECK freedom of movement and security. 2. Flap -- CHECK for security and condition. G)RIGHTWING 1. Wing Tie-Down -- DISCONNECT. 4-8 Revision 4 CESSNA MODEL 172S SECTION 4 NORMAL PROCEDURES 2. Main Wheel Tire -- CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc ... ). 3. Fuel Tank Sump Quick Drain Valves -- DRAIN at least a cupful of fuel (using sampler cup) from each sump location to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuell drain points until all contamination has been removed. If contaminants are still present, refer to WARNING below and do not fly airplane. AwARNING IF, AFTER REPEATED SAMPLING, EVIDENCE OF CONTAMINATION STILL EXISTS, THE AIRPLANE SHOULD NOT BE FLOWN. TANKS SHOULD BE DRAINED AND SYSTEM PURGED BY QUALIFIED MAINTENANCE PERSONNEL. ALL EVIDENCE OF CONTAMINATION MUST BE REMOVED BEFORE FURTHER FLIGHT. 4. Fuel Quantity -- CHECK VISUALLY for desired level. 5. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED. @NOSE 1. Fuel Strainer Quick Drain Valve (Located on bottom of fuselage) -- DRAIN at least a cupful of fuel (using sampler cup) from valve to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points, including the fuel reservoir and fuell selector, until all contamination has been removed. If contaminants are still present, refer to WARNING above and do not fly the airplane. Revision 4 4-9 SECTION 4 CESSNA MODEL 172S NORMAL PROCEDURES I I I 2. Engine Oil Dipstick/Filler Cap -- CHECK oil level, then check dipstick/filler cap SECURE. Do not operate with less than five quarts. Fill to eight quarts for extended flight. 3. Engine Cooling Air Inlets -- CLEAR of obstructions. 4. Propeller and Spinner -- CHECK for nicks and security. 5. Air Filter -- CHECK for restrictions by dust or other foreign matter. 6. Nose Wheel Strut and Tire -- CHECK for proper inflation of strut and general condition (weather checks, tread depth and wear, etc ... ) of tire. 7. Left Static Source Opening -- CHECK for blockage. @LEFT WING 1. Fuel Quantity -- CHECK VISUALLY for desired level. 2. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED. 3. Fuel Tank Sump Quick Drain Valves -- DRAIN at least a cupful of fuel (using sampler cup) from each sump location to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further samples until clear and then gently rock wings and lower tail to the ground to move any additional contaminants to the sampling points. Take repeated samples from all fuel drain points until all contamination has been removed. If contaminants are still present, refer to WARNING on page 4-9 and do not fly airplane. 4. Main Wheel Tire -- CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc ... ). 4-10 Revision 4 CESSNA MODEL 172S SECTION 4 NORMAL PROCEDURES (j) LEFT WING Leading Edge 1. Fuel Tank Vent Opening -- CHECK for blockage. I2. Stall Warning Opening -- CHECK for blockage. To check the system, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn will confirm system operation. 3. Wing Tie-Down -- DISCONNECT. 4. Landing/Taxi Light(s) -- CHECK for condition and cleanliness of cover. @ LEFT WING Trailing Edge 1. Aileron-- CHECK for freedom of movement and security. 2. Flap -- CHECK for security and condition. BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE. 2. Passenger Briefing -- COMPLETE. 3. Seats and Seat Belts -- ADJUST and LOCK. Ensure inertia reel locking. 4. Brakes -- TEST and SET. 5. Circuit Breakers -- CHECK IN. 6. Electrical Equipment -- OFF. I AcAUTION THE AVIONICS MASTER SWITCH MUST BE OFF DURING ENGINE START TO PREVENT POSSIBLE DAMAGE TO AVIONICS. 7. Avionics Master Switch -- OFF. 8. Fuel Selector Valve -- BOTH. 9. Fuel Shutoff Valve -- ON (push full in). 10. Avionics Circuit Breakers -- CHECK IN. Revision 4 4-11 SECTION 4 NORMAL PROCEDURES STARTING ENGINE (With Battery) 1. Throttle -- OPEN 1/4 INCH. I 2. Mixture -- IDLE CUTOFF. 3. Propeller Area -- CLEAR. 4. Master Switch -- ON. 5. Flashing Beacon -- ON. NOTE CESSNA MODEL 172S If engine is warm, omit priming procedure of steps 6, 7 and 8 below. 6. Auxiliary Fuel Pump Switch -- ON. 7. Mixture -- SET to FULL RICH (full forward) until stable fuel flow is indicated (usually 3 to 5 seconds), then set to IDLE CUTOFF (full aft) position. 8. Auxiliary Fuel Pump Switch -- OFF. 9. Ignition Switch -- START (release when engine starts). 10. Mixture -- ADVANCE smoothly to RICH when engine starts. NOTE If engine floods (engine has been primed too much), turn off auxiliary fuel pump, place mixture to idle cutoff, open throttle 1/2 to full, and motor (crank) engine. When engine starts, set mixture to full rich and close throttle promptly. 11. Oil Pressure -- CHECK. 12. Navigation Lights -- ON as required. 13. Avionics Master Switch -- ON. 14. Radios -- ON. 15. Flaps -- RETRACT. 4-12 Revision 4 CESSNA MODEL 172S SECTION 4 NORMAL PROCEDURES STARTING ENGINE (With External Power) 1. Throttle -- OPEN 1/4 INCH. 2. Mixture -- IDLE CUTOFF. 3. Propeller Area -- CLEAR. 4. Master Switch -- OFF. 5. External Power -- CONNECT to airplane receptacle. 6. Master Switch -- ON. 7. Flashing Beacon -- ON. NOTE If engine is warm, omit priming procedure of steps 8, 9 and 10 below. 8. Auxiliary Fuel Pump Switch -- ON. 9. Mixture -- SET to FULL RICH (full forward) until stable fuel flow is indicated (usually 3 to 5 seconds), then set to IDLE CUTOFF (full aft) position. 10. Auxiliary Fuel Pump Switch -- OFF. 11. Ignition Switch -- START (release when engine starts). 12. Mixture -- ADVANCE smoothly to RICH when engine starts. NOTE If engine floods (engine has been primed to much), turn off auxiliary fuel pump, set mixture in idle cutoff, open throttle 1/2 to full, and motor (crank) engine. When engine starts, set mixture to full rich and close throttle promptly. 13. Oil Pressure -- CHECK. 14. External Power -- DISCONNECT from airplane receptacle. Secure external power door. 15. Electrical System -- CHECK FOR PROPER OPERATION. a. Master Switch -- OFF (disconnects both the battery and alternator from the system). I Revision 4 4-131 SECTION 4 CESSNA MODEL 172S NORMAL PROCEDURES b. Taxi and Landing Light Switches -- ON. (to provide an initial electrical load on the system). c. Engine RPM -- REDUCE to idle. (Minimum alternator output occurs at idle.) d. Master Switch -- ON (with taxi and landing lights switched on). (The ammeter should indicate in the negative direction, showing that the alternator output is below the load requirements, but the battery is supplying current to the system.) e. Engine RPM -- INCREASE to approximately 1500 RPM (as engine RPM increases, alternator output should increase to meet the system load requirements). f. Ammeter and Low Voltage Annunciator -- CHECK (the ammeter should indicate in the positive direction, showing that the alternator is supplying current and the Low Voltage Annunciator (VOLTS) should not be lighted). NOTE If the indications, as noted in Step "d" and Step "f", are not observed, the electrical system is not functioning properly. Corrective maintenance must be performed to provide for proper electrical system operation before flight. 16. Navigation Lights -- ON as required. 17. Avionics Maste