Supplement Pilot's Operating Handbook for the (Reims) Cessna (F)172 N & P Equipped with TAE 125 Installation

Knots [kts] [kts] x 1.852 = [km/h] Feet per minute [fpm] [fpm] / 196.85 = [m/s] Supplement POH Reims/Cessna F 172 N&P Page vii Issue 2 Revision 0, Nov.2005 PRESSURE Unit [Abbr] Conversion factor SI to US / Imperial Conversion factor US / Imperial to SI Bar [bar] [bar] x 14.5038 = [psi] Hectopascal [hpa]=Millibar [mbar] [hpa] / 33.864 = [inHg] [mbar] / 33.864 = [inHg] Pounds per square inch [psi] [psi] / 14.5038 = [bar] Inches of mercury column [inHg] [inHg] x 33.864 = [hPa] [inHg] x 33.864 = [mbar] MASS Unit [Abbr] Conversion factor SI to US / Imperial Conversion factor US / Imperial to SI Kilogram [kg] [kg] / 0.45359 = [lb] Pound [lb] [lb] x 0.45359 = [kg] LENGTH Unit [Abbr] Conversion factor SI to US / Imperial Conversion factor US / Imperial to SI Meter [m] [m] / 0.3048 = [ft] Millimeter [mm] [mm] / 25.4 = [in] Kilometer [km] [km] / 1.852 = [nm] [km] / 1.609 = [sm] Inch [in] [in] x 25.4 = [mm] Foot [ft] [ft] x 0.3048 = [m] Nautical mile [nm] [nm] x 1.852 = [km] Statute mile [sm] [sm] x 1.609 = [km] FORCE Unit [Abbr] Conversion factor SI to US / Imperial Conversion factor US / Imperial to SI Newton [N] [N] / 4.448 = [lb] Decanewton [daN] [daN] / 0.4448 = [lb] Pound [lb] [lb] x 4.448 = [N] [lb] x 0.4448 = [daN] Supplement POH Reims/Cessna F 172 N&P Page viii Issue 2 Revision 0, Nov.2005 Fuel Quantity [US gal] [liter] 0 10 20 30 40 0 25 50 75 100 125 150 0 10 20 30 40 0 10 20 30 40 0 25 50 75 100 125 150 0 25 50 75 100 125 150 Supplement POH Reims/Cessna F 172 N&P Page ix Issue 2 Revision 0, Nov.2005 Load Mass [lb] [kg] Load Moment [kpm] [in.lb] 0 50 100 150 200 250 300 350 400 450 500 0 25 50 75 100 125 150 175 200 225 0 50 100 150 200 250 300 350 400 450 500 0 50 100 150 200 250 300 350 400 450 500 0 25 50 75 100 125 150 175 200 225 0 25 50 75 100 125 150 175 200 225 0 100 200 300 400 500 0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 50,000 0 100 200 300 400 500 0 100 200 300 400 500 0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 50,000 0 5,000 10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 50,000 Supplement POH Reims/Cessna F 172 N&P Page x Issue 2 Revision 0, Nov.2005 Abbreviations TAE Thielert Aircraft Engines GmbH, developing and manufacturing company of TAE 125 FADEC Full Authority Digital Engine Control CED 125 Compact Engine Display of TAE 125 Multifunctional instrument for indication of engine data of TAE 125 AED 125 Auxiliary Engine Display Multifunctional instrument for indication of engine and airplane data Supplement POH Reims/Cessna F 172 N&P Page 1-1 Issue 2 Revision 0, Nov.2005 Section 1 GENERAL CONVENTIONS IN THIS HANDBOOK This manual contains following conventions and warnings. They should be strictly followed to rule out personal injury, property damage, impairment to the aircraft's operating safety or damage to it as a result of improper functioning. ▲ WARNING: Non-compliance with these safety rules could lead to injury or even death. ■ CAUTION: Non-compliance with these special notes and safety measures could cause damage to the engine or to the other components. ♦ Note: Information added for a better understanding of an instruction. UPDATE AND REVISION OF THE MANUAL ▲ WARNING: A safe operation is only assured with an up to date POH supplement. Information about actual POH supplement issues and revisions are published in the TAE Service Bulletin TM TAE 000-0004. ♦ Note: The TAE-No of this POH supplement is published on the cover sheet of this supplement. Supplement POH Reims/Cessna F 172 N&P Page 1-2 Issue 2 Revision 0, Nov.2005 ENGINE Engine manufacturer: Thielert Aircraft Engines GmbH Engine model: TAE 125-01 The TAE 125-01 is a liquid-cooled in-line four-stroke 4-cylinder motor with DOHC (double overhead camshaft). The engine is a direct Diesel injection motor with common-rail technology and turbocharging. The engine is controlled by a FADEC system. The propeller is driven by a built-in gearbox (i = 1.69) with mechanical vibration damping and overload release. The engine has an electrical self starter and an alternator. ■ CAUTION: The engine requires an electrical power source for operation. If the battery and alternator fail simultaneously, this leads to engine stop. Therefore, it is important to pay attention to indications of alternator failure. Due to this specific characteristic, all of the information from the flight manual recognized by LBA are no longer valid with reference to: • carburetor and carburetor pre-heating • ignition magnetos and spark plugs, and • mixture control and priming system PROPELLER Manufacturer: MT Propeller Entwicklung GmbH Model: MTV-6-A-187/129 Number of sheets: 3 Diameter: 1.87 m Type: Constant Speed Supplement POH Reims/Cessna F 172 N&P Page 1-3 Issue 2 Revision 0, Nov.2005 FUELS ■ CAUTION: If non-approved fuels are used, this may lead to dangerous engine malfunctions. Fuel: ....................................... JET A-1 (ASTM 1655) Alternative: ............................. JET-A (ASTM D 1655) ............................ Fuel No.3 (GB6537-94) ............................ Diesel (DIN EN 590) Engine oil: ............................... Shell Helix Ultra 5W-30 Shell Helix Ultra 5W-40 AeroShell Oil Diesel 10W-40 Gearbox oil: ............................ Shell EP 75W-90 API GL-4 Shell Spirax GSX 75W-80 Coolant: .................................. Water/Radiator Protection at a ratio of 50:50 Radiator Protection: ................ BASF Glysantin Protect Plus/G48 ♦ Note: The ice flocculation point of the coolant is -36°C. ■ CAUTION: Normally it is not necessary to fill the cooling liquid or gearbox oil between maintenance intervals. If the level is too low, please notify the service department immediately. ▲ WARNING: The engine must not be started under any circumstances if the level is too low. Supplement POH Reims/Cessna F 172 N&P Page 1-4 Issue 2 Revision 0, Nov.2005 INSTRUMENT PANEL The following information relate to Figure 1-2 “The instrument panel" of the Pilot's Operating Handbook approved by the LBA. Components of the new installation can be seen as example in the following Figures 1-2a (with Circuit Breaker Alternator) and 1-2b (with Switch Alternator) respectively. Some installations are equipped with a key switch for the starter instead of the push button and the switch "Engine Master" is designated "IGN". For these installations, the appropriate note in brackets (Switch resp.), ("IGN" resp.) is added subsequently throughout the entire supplement for the Pilot's Operating Handbook. Figure 1-2a Example of Instrument panel with TAE 125 installation (with circuit breaker Alternator) Supplement POH Reims/Cessna F 172 N&P Page 1-5 Issue 2 Revision 0, Nov.2005 Figure 1-2b Example of Instrument panel with TAE 125 installation (with switch Alternator) 13. "Alt. Air Door” Alternate Air Door (Carburetor Heat Button N/A) 19. "Starter”-Push Button (Switch resp.) for Starter 21. "BAT"-Switch for Battery 22. "MAIN"-Switch for Main Bus 23. Primer N/A 26. Fuel Quantity Gauges (Oil Temperature and Oil Pressure Gauge N/A) 28. CED 125 (Tachometer N/A) The Compact Engine Display contains indication of Propeller Rotary Speed, Oil Pressure, Oil Temperature, Coolant Temperature, Gearbox Temperature and Load. 51. AED 125 SR with indication of Fuel Temperature, Voltage and a warning lamp "Water Level" (yellow) for low coolant level 54. "Force B"-Switch for manually switching the FADEC 59. "Fuel Pump"-Switch for the Electrical Fuel Pump 60. "ALT"-Circuit Breaker for Alternator 62. Fuse Electrical Fuel Pump 63. Fuses, among other for Alternator Warning Lamp, Starter, FADEC and Main Bus 72. "Engine Master"("IGN" resp.)-Switch electrical supply FADEC Supplement POH Reims/Cessna F 172 N&P Page 1-6 Issue 2 Revision 0, Nov.2005 73. Lightpanel with: "FADEC" Test Knob "A FADEC B" Warning Lamps for FADEC A and B "Alt" Alternator Warning Lamp (red) "AED" Lamp (Yellow) for AED 125 "CED" Lamp (yellow) for CED 125 "CED/AED" - Test/Confirm Knob for CED 125, AED 125 and Caution Lamps "Fuel L";"Fuel R" Lamps for low fuel level (yellow) "Glow" Glow Control Lamp (yellow) Figure 1-2c Lightpanel for figure 1-2b only: 80. "ALT"-Switch for Alternator Supplement POH Reims/Cessna F 172 N&P Page 1-7 Issue 2 Revision 0, Nov.2005 FUEL SYSTEM (Left, Right) The fuel system of the TAE 125 installation includes the original standard or long-range tanks of the Cessna 172. Additional sensors for Fuel Temperature and "Low Level" Warning are installed. The fuel flows out of the tanks to the Fuel Selector Valve with the positions LEFT, RIGHT and OFF, through a reservoir tank to the fuel shut-off valve and then via the electrically driven Fuel Pump to the fuel filter. There is no BOTH position. The electrically driven Fuel Pump supports the fuel flow to the Filter Module if required. Upstream to the Fuel Filter Module a thermostatcontrolled Fuel Pre-heater is installed. Then, the engine-driven feed pump and the high-pressure pump supply the rail, from where the fuel is injected into the cylinders depending upon the position of the thrust lever and regulation by the FADEC. Surplus fuel flows to the Filter Module and then through the Fuel Selector Valve back into the pre-selected tank. A temperature sensor in the Filter Module controls the heat exchange between the fuel feed and return. Since the density of diesel and jetfuel (0.84 kg/dm3) is higher than of AVGAS (0,715 kg/dm3), the usable fuel capacity was reduced by this factor through the fuel filler neck, to stay within the approved wing load. Fuel Capacity Tanks Total Usable Fuel Total Unusable Fuel Total Capacity N&P 2 Standard-Tanks: each 18,30 US gal 33,6 US gal (127,4 l) 3 US gal (11,4 l) 36,6 US gal (138,8 l) N&P 2 Long-Range-Tanks: Je 22,95 US gal 41,9 US gal (158,6 l) 4 US gal (15,1l) 45,9 US gal (173,6 l) Supplement POH Reims/Cessna F 172 N&P Page 1-8 Issue 2 Revision 0, Nov.2005 FUEL SYSTEM (Left, Right) ■ CAUTION: In flight conditions with downward pointing wing, switch the fuel selector to the upper fuel tank. Figure 1-3a Scheme of the Fuel System (Left, Right) Supplement POH Reims/Cessna F 172 N&P Page 1-9 Issue 2 Revision 0, Nov.2005 FUEL SYSTEM (Left, Right, Both) The fuel system of the TAE 125 installation includes the original standard or long-range tanks of the Cessna 172. Additional sensors for Fuel Temperature and "Low Level" Warning are installed. The fuel flows out of the tanks to the Fuel Selector Valve with the positions LEFT, RIGHT or BOTH, through a reservoir tank to the fuel shut-off valve and then via the electrically driven Fuel Pump to the fuel filter. There is no OFF position. The electrically driven Fuel Pump supports the fuel flow to the Filter Module if required. Upstream to the Fuel Filter Module a thermostatcontrolled Fuel Pre-heater is installed. Then, the engine-driven feed pump and the high-pressure pump supply the rail, from where the fuel is injected into the cylinders depending upon the position of the thrust lever and regulation by the FADEC. Surplus fuel flows to the Filter Module and then through the Fuel Selector Valve back into the pre-selected tank, if BOTH is selected the fuel return to both tanks. A temperature sensor in the Filter Module controls the heat exchange between the fuel feed and return. Since the density of diesel and jetfuel (0.84 kg/dm3) is higher than of AVGAS (0,715 kg/dm3), the usable fuel capacity was reduced by this factor through the fuel filler neck, to stay within the approved wing load. Fuel Capacity Tanks Total Usable Fuel Total Unusable Fuel Total Capacity N&P 2 Standard-Tanks: each 18,30 US gal 33,6 US gal (127,4 l) 3 US gal (11,4 l) 36,6 US gal (138,8 l) N&P 2 Long-Range-Tanks: Je 22,95 US gal 41,9 US gal (158,6 l) 4 US gal (15,1l) 45,9 US gal (173,6 l) Supplement POH Reims/Cessna F 172 N&P Page 1-10 Issue 2 Revision 0, Nov.2005 FUEL SYSTEM (Left, Right, Both) ■ CAUTION: In flight conditions with downward pointing wing, switch the fuel selector to the upper fuel tank or to the position BOTH. ■ CAUTION: In turbulent air it is strongly recommended to use the BOTH position. Figurel 1-3b Scheme of the Fuel System (Left, Right, Both) ♦ Note: The handling of the fuel selector positions left, right and both are described in the original POH. Supplement POH Reims/Cessna F 172 N&P Page 1-11 Issue 2 Revision 0, Nov.2005 ELECTRICAL SYSTEM The electrical system of the TAE125 installation differs from the previous installation and is equipped with the following operating and display elements: 1 . Switch "Main Bus" The switch controls the Main Bus. The Main Bus is necessary to be able to run FADEC and engine with Battery/Alternator without disturbance in the event of onboard electrical system malfunctions. Normally, Alternator, Main Bus and Battery have to be switched on simultaneously. 2. Circuit Breaker (Switch resp.) "Alternator" Controls the alternator.. 3. Switch "Battery" Controls the Battery. 4. Push Button (Switch resp.) "Starter” Controls the magneto switch of the starter. 5. Ammeter The Ammeter shows the charging or discharging current to/from the battery. 6. Warning Lamp "Alternator' Illuminates when the power output of the alternator is too low or the Circuit Breaker "Alternator" (Switch resp.) is switched off. Normally, this warning lamp always illuminates when the "Engine Master' ("IGN" resp.) is switched on without revolution and extinguishes immediately after starting the engine. 7. Switch "Fuel Pump" This switch controls the electrical fuel pump. Supplement POH Reims/Cessna F 172 N&P Page 1-12 Issue 2 Revision 0, Nov.2005 8. Switch "Engine Master' ("IGN" resp.) Controls the two redundant FADEC components and the Alternator Excitation Battery with two independent contacts. The Alternator Excitation Battery is used to ensure that the alternator continues to function properly even if the main battery fails. 9. Switch "Force B" 10. If the FADEC does not automatically switch from A-FADEC to the B-FADEC in case of an emergency despite of obvious necessity, this switch allows to switch manually to the B-FADEC. The basic wiring of the TAE 125 installation is available in 14V as well as 28V versions. Supplement POH Reims/Cessna F 172 N&P Page 1-13 Issue 2 Revision 0, Nov.2005 Figure 1-4a Basic Wiring of the Electrical System with Circuit Breaker Alternator Supplement POH Reims/Cessna F 172 N&P Page 1-14 Issue 2 Revision 0, Nov.2005 Figure 1-4b Basic Wiring of the Electrical System with Switch Alternator Supplement POH Reims/Cessna F 172 N&P Page 1-15 Issue 2 Revision 0, Nov.2005 FADEC-RESET (from Software 2.7 on and following) In case of a FADEC-warning, one or both FADEC warning lamps are flashing. If then the "FADEC" Test Knob is pressed for at least 2 seconds, a) the active warning lamps will extinguish if it was a LOW category warning. b) the active warning lamps will be illuminated steady if it was a HIGH category warning. ■ CAUTION: If a FADEC-warning occurred, contact definitely your service center. COOLING The TAE 125 is fitted with a fluid-cooling system whose three-way thermostat regulates the flow of coolant between the large and small cooling circuit. The coolant exclusively flows through the small circuit up to a cooling water temperature of 84°C and then between 84 and 94°C both through the small and the large circuit. If the cooling water temperature rises above 94°C, the complete volume of coolant flows through the large circuit and therefore through the radiator. This allows a maximum cooling water temperature of 105°C. There is a sensor in the expansion reservoir which sends a signal to the warning lamp "Water level" on the instrument panel if the coolant level is low. The cooling water temperature is measured in the housing of the thermostat and passed on to the FADEC and CED 125. The connection to the heat exchanger for cabin heating is always open; the warm air supply is regulated by the pilot over the heating valve. See Figure 1-5a. in normal operation the control knob "Shut-off Cabin Heat" must be OPEN, with the control knob "Cabin Heat" the supply of warm air into the cabin can be controlled. In case of certain emergencies (refer to section 3), the control knob "Shut-off Cabin Heat" has to be closed according to the appropriate procedures. Supplement POH Reims/Cessna F 172 N&P Page 1-16 Issue 2 Revision 0, Nov.2005 Figure 1-5a Cooling system TAE 125 Supplement POH Reims/Cessna F 172 N&P Page 2-1 Issue 2 Revision 0, Nov.2005 Section 2 LIMITATIONS WEIGHT LIMITS Normal Category Cessna 172 N: Maximum Ramp Weight: .............................................. 1044 kg Maximum Takeoff Weight: ........................................... 1043 kg Maximum Landing Weight: ........................................... 1043 kg Utility Category Cessna 172 N: Maximum Ramp Weight: ................................................908 kg Maximum Takeoff Weight: .............................................907 kg Maximum Landing Weight: .............................................907 kg Normal Category Cessna 172 P: Maximum Ramp Weight: .............................................. 1090 kg Maximum Takeoff Weight: ........................................... 1089 kg Maximum Landing Weight: ........................................... 1089 kg Utility Category Cessna 172 P: Maximum Ramp Weight: ................................................954 kg Maximum Takeoff Weight: .............................................953 kg Maximum Landing Weight: .............................................953 kg MANEUVER LIMITS Normal Category: No change Utility Category: The following maneuvers are prohibited: • intentionally initiating spins • intentionally initiating negative-G flights ♦ Note This change of the original aircraft is certified up to an altitude of 17,500 ft. ENGINE OPERATING LIMITS Engine manufacturer: Thielert Aircraft Engines GmbH Engine model: TAE 125-01 Take-off and Max. continuous power: 99 kW (135 HP) Take-off and Max. continuous RPM: 2300 Supplement POH Reims/Cessna F 172 N&P Page 2-2 Issue 2 Revision 0, Nov.2005 ♦ Note: All revolution data of this POH supplement are related to the propeller speed, unless otherwise stated. Engine operating limits for takeoff and continuous operation: ♦ Note: The operating limit temperature is a temperature limit below which the engine may be started, but not operated at the Take-off RPM. The warm-up RPM to be selected can be found in Section 4 of this supplement. ▲ WARNING: It is not allowed to start the engine outside of these temperature limits. Min. oil temperature (engine starting temperature): - 30 °C Min. oil temperature (minimum operating limit temperature): 50 °C Maximum oil temperature: 140 °C Min. cooling water temp. (engine starting temperature): - 30 °C Min. cooling water temp. (min. operating limit temperature): 60 °C Max. cooling water temperature: 105 °C Min. gearbox temperature -30 °C Max. gearbox temperature: 120 °C Min. fuel temperature limits in the fuel tank: Fuel Minimum permissible fuel temperature in the fuel tank before Take-off Minimum permissible fuel temperature in the fuel tank during the flight Jet A-1, JET-A, Fuel No. 3 -30°C -35°C Diesel greater than 0°C -5°C Tab. 2-3a Minimum fuel temperature limits in the fuel tank ▲ WARNING: The fuel temperature of the fuel tank not in use should be observed if it is intended for later use. ▲ WARNING: The following applies to Diesel and JET A-1 mixtures in the tank: Supplement POH Reims/Cessna F 172 N&P Page 2-3 Issue 2 Revision 0, Nov.2005 As soon as the proportion of Diesel in the tank is more than 10% Diesel, the fuel temperature limits for Diesel operation must be observed. If there is uncertainty about which fuel is in the tank, the assumption should be made that it is Diesel. Minimum oil pressure: 1.0 bar Minimum oil pressure (at Take-off power) 2.3 bar Minimum oil pressure (in flight) 2.3 bar Maximum oil pressure 6.0 bar Maximum oil pressure (cold start < 20 sec.): 6.5 bar Maximum oil consumption: 0.1 l/h ENGINE INSTRUMENT MARKINGS The engine data of the TAE 125 installation to be monitored are integrated in the combined engine instrument CED-125. The ranges of the individual engine monitoring parameters are shown in the following table. Instrument Red Range Yellow Range Green Range Yellow Range Red Range Tachometer [RPM] ---------- ---------- 0-2300 ---------- > 2300 Oil pressure [mbar] 0-1200 1200-2300 2300-5200 5200-6000 > 6000 Coolant temperature [°C] < -32 -32 .. +60 60-101 101-105 > 105 Oil temperature [°C] < -32 -32 .. +50 50-125 125-140 > 140 Gearbox temperature [°C] ---------- ---------- < 115 115-120 > 120 Load [%] ---------- ---------- 0-100 ---------- ---------- Tab. 2-3b Markings of the engine instruments ♦ Note: If an engine reading is in the yellow or red range, the "Caution" lamp. is activated. It only extinguishes when the "CED-Test/Confirm" button is pressed. If this button is pressed longer than a second, a selftest of the instrument is initiated. Supplement POH Reims/Cessna F 172 N&P Page 2-4 Issue 2 Revision 0, Nov.2005 Figure 2-1a AED 125 SR Figure 2-1b CED 125 Supplement POH Reims/Cessna F 172 N&P Page 2-5 Issue 2 Revision 0, Nov.2005 PERMISSIBLE FUEL GRADES ■ CAUTION: Using non-approved fuels and additives can lead to dangerous engine malfunctions. Fuel: ....................................... JET A-1 (ASTM 1655) Alternative: ............................. JET-A (ASTM D 1655) ............................... Fuel No.3 (GB6537-94) ............................... Diesel (DIN EN 590) MAXIMUM FUEL QUANTITIES Due to the higher specific density of Kerosene and Diesel in comparison to Aviation Gasoline (AVGAS) with the TAE 125 installation the permissible tank capacity has been reduced. Fuel Capacity Tanks Total Capacity Total Unusable Fuel Total Usable Fuel N&P 2 Standard-Tanks: each 69,4 l (18,30 US gal) 138,8 l (36,6 US gal) 11,4 l (3 US gal) 127,4 l (33,6 US gal) N&P 2 Long-Range-Tanks: each 86,8 l (22,95 US gal) 173,6 l (45,9 US gal) 15,1 l (4 US gal) 158,6 l (41,9 US gal) ■ CAUTION: To prevent air from penetrating into the fuel system avoid flying the tanks dry. As soon as the "Low Level" Warning Lamp illuminates, switch to a tank with sufficient fuel or land. ■ CAUTION: With ¼ tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank. ■ CAUTION: In turbulent air it is strongly recommended to use the BOTH position. ♦ Note: The tanks are equipped with a Low Fuel Warning. If the fuel level is below 2.6 US gal (10 l) usable fuel, the "Fuel L" or "Fuel R" Warning Lamp illuminates respectively. Supplement POH Reims/Cessna F 172 N&P Page 2-6 Issue 2 Revision 0, Nov.2005 PLACARDS Near the fuel tank caps: With standard tanks: "JET A-1 / Diesel Fuel" "CAP. 69,4 LITER (18,3 U.S. GAL.) USABLE TO BOTTOM OF FILLER INDICATOR TAB" With long-range tanks: "JET A-1 / Diesel Fuel" "CAP. 86,8 LITER (22,95 U.S. GAL.) USABLE TO BOTTOM OF FILLER INDICATOR TAB" On the oil funnel or at the flap of the engine cowling: “Oil, see POH supplement" Next to the Alternator Warning Lamp: “Alternator" If installed, at the flap of the engine cowling to the External Power Receptacle: “ATTENTION 12 V DC OBSERVE CORRECT POLARITY" OR “ATTENTION 24 V DC OBSERVE CORRECT POLARITY" Supplement POH Reims/Cessna F 172 N&P Page 3-1 Issue 2 Revision 0, Nov.2005 Section 3 Emergency Procedures INDEX OF CHECKLISTS Page GENERAL .................................................................................................. 2 ENGINE MALFUNCTION ........................................................................... 2 DURING TAKE-OFF (WITH SUFFICIENT RUNWAY AHEAD) ............. 2 IMMEDIATELY AFTER TAKE-OFF ...................................................... 2 DURING FLIGHT .................................................................................. 3 RESTART AFTER ENGINE FAILURE .................................................. 3 FADEC MALFUNCTION IN FLIGHT ..................................................... 4 FIRES ......................................................................................................... 6 ENGINE FIRE WHEN STARTING ENGINE ON GROUND ................... 6 ENGINE FIRE IN FLIGHT .................................................................... 7 ELECTRICAL FIRE IN FLIGHT ............................................................ 7 ENGINE SHUT DOWN IN FLIGHT ............................................................. 8 EMERGENCY LANDING ............................................................................ 8 EMERGENCY LANDING WITH ENGINE OUT ..................................... 8 FLIGHT IN ICING CONDITIONS ................................................................ 9 RECOVERY FROM SPIRAL DIVE ........................................................... 10 ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS ................. 11 ALTERNATOR WARNING LAMP ILLUMINATES DURING NORMAL ENGINE OPERATION ........................................................................ 12 AMMETER SHOWS BATTERY DISCHARGE DURING NORMAL ENGINE OPERATION FOR MORE THAN 5 MINUTES ...................... 12 ROUGH ENGINE OPERATION OR LOSS OF POWER ........................... 13 DECREASE IN POWER ..................................................................... 13 ICE FORMATION IN THE CARBURETOR ......................................... 13 SOILED SPARK PLUGS .................................................................... 13 IGNITION MAGNET MALFUNCTIONS ............................................... 13 OIL PRESSURE TOO LOW ............................................................... 14 (< 2.3 bar IN CRUISE OR < 1.2 bar AT IDLE): ................................... 14 OIL TEMPERATURE "OT" TOO HIGH (red range): ............................ 14 COOLANT TEMPERATURE "CT" TOO HIGH (red range): ................. 15 LAMP "Water Level" ILLUMINATES ................................................... 15 GEARBOX TEMPERATURE "GT" TOO HIGH (red range): ................ 15 PROPELLER RPM TOO HIGH: .......................................................... 16 FLUCTUATIONS IN PROPELLER RPM: ............................................ 16 Supplement POH Reims/Cessna F 172 N&P Page 3-2 Issue 2 Revision 0, Nov.2005 GENERAL ▲ WARNING: Due to an engine shut-off or a FADEC diagnosed failure there might be a loss propeller valve currency which leads in a low pitch setting of the propeller. This might result in overspeed. Airspeeds below 100 KIAS are suitable to avoid overspeed in failure case. If the propeller speed control fails, climb flights can be performed at 65 KIAS / 75 mph and a power setting of 100%. ENGINE MALFUNCTION DURING TAKE-OFF (WITH SUFFICIENT RUNWAY AHEAD) - Take-off abort - (1) Thrust Lever - IDLE (2) Brakes - APPLY (3) Wing flaps (if extended) - RETRACT to increase the braking effect on the runway (4) Engine Master ("IGN" resp.) - OFF (5) Alternator Circuit Breaker (Switch resp.), Switches "Main Bus" and "Battery" - OFF IMMEDIATELY AFTER TAKE-OFF - Take-off abort - If there is an engine malfunction after take-off, at first lower the nose to keep the airspeed and aftain gliding attitude. In most cases, landing should be executed straight ahead with only small corrections in direction to avoid obstacles. ▲ WARNING: Altitude and airspeed are seldom sufficient for a return to the airfield with a 180° turn while gliding. (1) Airspeed 65 KIAS (wing flaps retracted) 60 KIAS (wing flaps extended) (2) Fuel Shut-off Valve - CLOSED (3) Engine Master ("IGN" resp.) - OFF (4) Wing flaps - as required (40° recommended) (5) Alternator Circuit Breaker (Switch resp.), Switches "Main Bus" and "Battery" - OFF Supplement POH Reims/Cessna F 172 N&P Page 3-3 Issue 2 Revision 0, Nov.2005 DURING FLIGHT ♦ Note: Flying a tank dry activates both FADEC lamps flashing. In case that one tank was flown dry, at the first signs of insufficient fuel feed proceed as follows: (1) immediately switch the Fuel Selector to tank with sufficient fuel quantity, if optional BOTH selector is installed, switch to the position BOTH (2) Electrical Fuel Pump – ON (3) Check the engine (engine parameters, airspeed/altitude change, whether the engine responds to changes in the Thrust Lever position). (4) If the engine acts normally, continue the flight to the next airfield or landing strip. ▲ WARNING: The high-pressure pump must be checked before the next flight. RESTART AFTER ENGINE FAILURE Whilst gliding to a suitable landing strip, try to determine the reason for the engine malfunction . If time permits and a restart of the engine is possible, proceed as follows: (1) If possible, airspeed between 65 and 85 KIAS (2) If possible, glide below 13000 ft (3) Fuel Selector to tank with sufficient fuel quantity (LEFT or RIGHT) , if optional BOTH selector is installed, switch to the position BOTH (4) Electrical Fuel Pump – ON (5) Thrust Lever – IDLE Supplement POH Reims/Cessna F 172 N&P Page 3-4 Issue 2 Revision 0, Nov.2005 (6) Engine master ("IGN" resp.) OFF, then ON (if the propeller does not turn, then additionally Starter ON (7) Check the engine power: Thrust Lever 100%, engine parameters, check altitude and airspeed ♦ Note: The propeller will normally continue to turn as long as the airspeed is above 65 KIAS. Should the propeller stop at an airspeed of more than 65 KIAS or more, the reason for this should be found out before attempting a restart. If it is obvious that the engine or propeller is blocked, do not use the Starter. ♦ Note: If the Engine Master ("IGN" resp.) is in position OFF, the Load Display shows 0% even if the propeller is turning. FADEC MALFUNCTION IN FLIGHT ♦ Note: The FADEC consists of two components that are independent of each other: FADEC A and FADEC B. In case that the active FADEC diagnoses malfunctions, it automatically switches to the other. a) One FADEC Lamp is flashing (1) Press FADEC-Testknob at least 2 seconds (refer to Section 1 "FADEC-Reset") (2) FADEC Lamp extinguished (LOW warning category): a. Continue flight normally, b. Inform service center after landing. (3) FADEC Lamp steady illuminated (HIGH warning category): a. Observe the other FADEC lamp, b. Fly to the next airfield or landing strip, c. Select airspeed to avoid overspeed d. Inform service center after landing. Supplement POH Reims/Cessna F 172 N&P Page 3-5 Issue 2 Revision 0, Nov.2005 b) Both FADEC Lamps are flashing ♦ Note: The Load Display may not correspond to the current value. (1) Press FADEC-Testknob at least 2 seconds (refer to Section 1 "FADEC-Reset") (2) FADEC Lamps extinguished (LOW warning category): a. Continue flight normally, b. Inform service center after landing. (3) FADEC Lamps steady illuminated (HIGH warning category): a. Check the available engine power, b. Expect engine failure. c. Flight can be continued, however the pilot should i. Select an appropriate airspeed to avoid overspeed. ii. Fly to the next airfield or landing strip. iii. Be prepared for an emergency landing. d. Inform service center after landing. In case a tank was flown empty, proceed at the first signs of insufficient fuel feed as follows: (1) Immediately switch the Fuel Selector to tank with sufficient fuel quantity, if the BOTH option is installed, select the fuel selector position BOTH. (2) Electrical Fuel Pump - ON (3) Select an airspeed to avoid overspeed. (4) Check the engine (engine parameters, airspeed/altitude change, whether the engine responds to changes in the Thrust Lever position). (5) If the engine acts normally, continue the flight to the next airfield or landing strip. Supplement POH Reims/Cessna F 172 N&P Page 3-6 Issue 2 Revision 0, Nov.2005 c) Abnormal Engine Behavior If the engine acts abnormally during flight and the system does not automatically switch to the B-FADEC, it is possible switch to the B-FADEC manually. ▲ WARNING: It is only possible to switch from the automatic position to B-FADEC (A-FADEC is active in normal operation, B-FADEC is active in case of malfunction). This only becomes necessary when no automatic switching occurred in case of abnormal engine behavior. (1) Select an appropriate airspeed to avoid overspeed. (2) "FADEC-Force" switch to B-FADEC (3) Flight may be continued, but the pilot should i. Select an appropriate airspeed to avoid overspeed. ii. Fly to the next airfield or landing strip iii. Be prepared for an emergency landing FIRES ENGINE FIRE WHEN STARTING ENGINE ON GROUND (1) Engine Master ("IGN" resp.) - OFF (2) Fuel Selector - OFF (3) Electrical Fuel Pump - OFF (4) Switch "Battery" - OFF (5) Extinguish the flames with a fire extinguisher, wool blankets or sand (6) Examine the fire damages thoroughly and repair or replace the damaged parts before the next flight Supplement POH Reims/Cessna F 172 N&P Page 3-7 Issue 2 Revision 0, Nov.2005 ENGINE FIRE IN FLIGHT (1) Engine Master ("IGN" resp.) - OFF (2) Fuel Selector - OFF (3) Select an appropriate airspeed to avoid overspeed (4) Electrical Fuel Pump - OFF (if in use) (5) Switch "Main Bus" - OFF (6) Shut-off Cabin Heat - CLOSE (7) Perform emergency landing (as described in the procedure "Emergency Landing With Engine Out") ELECTRICAL FIRE IN FLIGHT The first signs of a electrical fire is usually the odour of burning or smouldering insulation. Proceed as follows: (1) Switch Main Bus - OFF (2) Avionics Power Switch - OFF (3) Fresh air jets - open (4) Shut-off Cabin Heat - OFF (push for OFF) (5) Land as quickly as possible. Supplement POH Reims/Cessna F 172 N&P Page 3-8 Issue 2 Revision 0, Nov.2005 ENGINE SHUT DOWN IN FLIGHT If it is necessary to shut down the engine in flight (for instance, abnormal engine behavior does not allow continued flight or there is a fuel leak, etc.), proceed as follows: (1) Select an appropriate airspeed to avoid overspeed (2) Engine Master ("IGN" resp.) - OFF (3) Fuel Selector - OFF (4) Electrical Fuel Pump - OFF (if in use) (5) If the propeller also has to be stopped (for instance, due to excessive vibrations) i. Reduce airspeed below 55 KIAS ii. when the propeller is stopped, continue to glide at 65 KIAS EMERGENCY LANDING EMERGENCY LANDING WITH ENGINE OUT If all attempts to restart the engine fail and an emergency landing is immanent, select suitable site and proceed as follows: (1) Airspeed i. 65 KIAS (flaps retracted) ii. 60 KIAS (flaps extended) (2) Fuel Selector - OFF (3) Engine Master ("IGN" resp.) - OFF (4) Wing Flaps - as required (40° is recommended) (5) Circuit Breaker (Switch resp.) "Alternator", Switches "Main Bus" and "Battery" - OFF (6) Cabin Doors - unlock before touch-down (7) Touch-down - slightly nose up attitude (8) Brake firmly ♦ Note: Gliding Distance. Refer to Figure 3-1 “Maximum Glide" in the approved Pilot's Operating Handbook Supplement POH Reims/Cessna F 172 N&P Page 3-9 Issue 2 Revision 0, Nov.2005 FLIGHT IN ICING CONDITIONS ▲ WARNING: it is prohibited to fly in known icing conditions. In case of inadvertent icing encounter proceed as follows: (1) Pitot Heat switch - ON (if installed) (2) Turn back or change the altitude to obtain an outside air temperature that is less conducive to icing. (3) Pull the 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) Advance the Thrust Lever to increase the propeller speed and keep ice accumulation on the propeller blades as low as possible. (5) Watch for signs of air filter icing and pull the "Alternate Air Door” control if necessary. An unexplaned loss in engine power could be caused by ice blocking the air intake filter. Opening the "Alternate Air Door” allows preheated air from the engine compartment to be aspirated. (6) Plan a landing at the nearest airfield. With an extremely rapid ice build up, select a suitable "off aiffield" landing side. (7) With an ice accumulation of 0.5 cm or more on the wing leading edges, a significantly higher stall speed should be expected. (8) Leave wing flaps retracted. With a severe ice build up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness. (9) Open left window, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. (10) Perform a landing approach using a forward slip, if necessary, for improved visibility. Supplement POH Reims/Cessna F 172 N&P Page 3-10 Issue 2 Revision 0, Nov.2005 (11) Approach at 65 to 75 KIAS depending upon the amount of the accumulation (12) Perform a landing in level attitude. RECOVERY FROM SPIRAL DIVE if a spiral is encountered in the clouds, proceed as follows: (1) Retard Thrust Lever 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 horizontal 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 e rudder control to hold a straight heading. (6) Readjust the rudder trim (if installed) to relieve the rudder of asymmetric forces. (7) Clear the engine occasionally, but avoid using enough power to disturb the trimmed glide. (8) Upon breaking out of clouds, resume normal cruising flight and continue the flight. Supplement POH Reims/Cessna F 172 N&P Page 3-11 Issue 2 Revision 0, Nov.2005 ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS ♦ Note: The TAE125 requires a voltage source for its operation. If the alternator fails, the engine's further running time is dependant upon the battery and switched-on equipment. A remaining engine operating time of about 120 minutes has been shown for an old battery based upon the following assumptions: Time switched on Equipment in [min] in [%] NAV/COM 1 receiving ON 120 100 NAV/COM 1 transmitting ON 12 10 NAV/COM 2 receiving OFF 0 0 NAV/COM 2 transmitting OFF 0 0 GPS ON 60 50 Transponder ON 120 100 Fuel Pump OFF 0 0 AED-125 ON 120 100 Battery Ignition Relay ON 120 100 CED-125 ON 120 100 Landing Light ON 12 10 Flood Light ON 1,2 1,0 Pitot Heat ON 24 20 Wing Flaps ON 1,2 1 Interior Lighting OFF 0 0 Nav Lights OFF 0 0 Beacon OFF 0 0 Strobes OFF 0 0 ADF OFF 0 0 Intercom OFF 0 0 Turn Coordinator OFF 0 0 Engine Control ON 120 100 ♦ Note: This table only gives a reference point. The pilot should select equipment, which is not absolutely necessary, depending upon the situation. If deviated from this recommendation, the remaining engine operating time may change. Supplement POH Reims/Cessna F 172 N&P Page 3-12 Issue 2 Revision 0, Nov.2005 ALTERNATOR WARNING LAMP ILLUMINATES DURING NORMAL ENGINE OPERATION (1) Ammeter - CHECK (2) Circuit Breaker (Switch resp.) "Alternator” CHECK – ON ■ CAUTION: If the FADEC was supplied by battery only until this point, the RPM can momentarily drop, when the alternator will be switched on. In any case: leave the alternator switched ON ! (3) Nonessential Electrical Equipment (eg. Blower, Lights, Heater, Autopilot) – OFF (4) Flight may be continued, but the pilot should i. Fly to the next airfield or landing strip ii. Be prepared for an emergency landing iii. Expect an engine failure AMMETER SHOWS BATTERY DISCHARGE DURING NORMAL ENGINE OPERATION FOR MORE THAN 5 MINUTES (1) Circuit Breaker (Switch resp.) "Alternator” CHECK - ON ■ CAUTION: If the FADEC was supplied by battery only until this point, the RPM can momentarily drop, when the alternator will be switched on. In any case: leave the alternator switched ON (2) Nonessential Electrical Equipment – OFF (3) Flight may be continued, but the pilot should i. Fly to the next airfield or landing strip ii. Be prepared for an emergency landing iii. Expect an engine failure Supplement POH Reims/Cessna F 172 N&P Page 3-13 Issue 2 Revision 0, Nov.2005 ROUGH ENGINE OPERATION OR LOSS OF POWER DECREASE IN POWER (1) Push Thrust Lever full forward (Take-off position) (2) Fuel Selector to tank with sufficient fuel quantity and temperature (3) Electrical Fuel Pump - ON (4) Reduce airspeed to 65-85 KIAS (max. 100 KIAS) (5) Check engine parameters (FADEC lamps, oil pressure and temperature, fuel quantity) If normal engine power is not achieved, the pilot should: i. Fly to the next airfield or landing strip ii. Be prepared for an emergency landing iii. Expect an engine failure ICE FORMATION IN THE CARBURETOR - N/A, since this is a Diesel engine - SOILED SPARK PLUGS - N/A, since this is a Diesel engine - IGNITION MAGNET MALFUNCTIONS - N/A, since this is a Diesel engine - Supplement POH Reims/Cessna F 172 N&P Page 3-14 Issue 2 Revision 0, Nov.2005 OIL PRESSURE TOO LOW (< 2.3 bar IN CRUISE OR < 1.2 bar AT IDLE): (1) Reduce power as quickly as possible (2) Check oil temperature: If the oil temperature is high or near operating limits, i. Fly to the next airfield or landing strip ii. Be prepared for an emergency landing iii. Expect an engine failure ♦ Note: During warm-weather operation or longer climbouts at low airspeed engine temperatures could rise into the yellow range and trigger the "Caution" lamp. This warning allows the pilot to avoid overheating of the engine as follows: (1) Increase the climbing airspeed (2) Reduce power, if the engine temperatures approache the red area. OIL TEMPERATURE "OT" TOO HIGH (red range): (1) Increase airspeed and reduce power as quickly as possible (2) Check oil pressure: if the oil pressure is lower than normal (< 2.3 bar in cruise or < 1.0 bar at idle), i. Fly to the next airfield or landing strip ii. Be prepared for an emergency landing iii. Expect an engine failure (3) If the oil pressure is in the normal range i. Fly to the next airfield or landing strip Supplement POH Reims/Cessna F 172 N&P Page 3-15 Issue 2 Revision 0, Nov.2005 COOLANT TEMPERATURE "CT" TOO HIGH (red range): (1) Increase airspeed and reduce the power as quickly as possible (2) Cabin Heat - COLD (3) If this reduces the coolant temperature to within the normal operating range quickly, continue to fly normally and observe coolant temperature. Cabin heat as required. (4) As far as this does not cause the coolant temperature to drop, i. Fly to the next airfield or landing strip ii. Be prepared for an emergency landing iii. Expect an engine failure LAMP "Water Level" ILLUMINATES (1) Increase airspeed and reduce the power as quickly as possible (2) Coolant temperature "CT" check and observe (3) Oil temperature "OT" check and observe (4) As far as coolant temperature and/or oil temperature are rising into yellow or red range, i. Fly to the next airfield or landing strip ii. Be prepared for an emergency landing iii. Expect an engine failure GEARBOX TEMPERATURE "GT" TOO HIGH (red range): (antifriction bearing temperature of the propeller shaft is too high) (1) Reduce power to 55% - 75% as quickly as possible (2) Fly to the next airfield or landing strip Supplement POH Reims/Cessna F 172 N&P Page 3-16 Issue 2 Revision 0, Nov.2005 PROPELLER RPM TOO HIGH with propeller RPM between 2,400 and 2,500 for more than 10 seconds or over 2,500: (1) Reduce power (2) Reduce airspeed below 100 KIAS (3) At reduced propeller RPM and engine power fly to the next airfield or landing strip ♦ Note: If the propeller speed control fails, climb flights can be performed at 65 KIAS / 75 mph and a power setting of 100%. In case of overspeed the FADEC will reduce the engine power at higher airspeeds to avoid propeller speeds above 2500 rpm. FLUCTUATIONS IN PROPELLER RPM: If the propeller RPM fluctuates by more than +/- 100 RPM with a constant Thrust Lever position: (1) Change the power setting and attempt to find a power setting where the propeller RPM no longer fluctuates. (2) If this does not work, set the maximum power at an airspeed < 100 KIAS until the propeller speed stabilizes. (3) If the problem is resolved, continue the flight (4) If the problem continues, reduce power to 55% - 75% or select a power level where the propeller RPM fluctuations are minimum and fly to the next airfield or landing strip at an airspeed below 110 KIAS. Supplement POH Reims/Cessna F 172 N&P Page 4-1 Issue 2 Revision 0, Nov.2005 Section 4 Normal Procedures PREFLIGHT INSPECTION Figure 4-1a Preflight Inspection ♦ Note: Visually check airplane for general condition during walk around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pilot heater (if installed) is warm to touch within 30 seconds with battery and pilot heat switches on. If a night flight is planned, check operation of all lights, and make sure a flashlight is available. Supplement POH Reims/Cessna F 172 N&P Page 4-2 Issue 2 Revision 0, Nov.2005 (1) b) Pilot's Operating Handbook - AVAILABLE IN THE AIRPLANE. c) Control Wheel Lock - REMOVE. d) "Engine Master" ("IGN" resp.) - OFF. e) Avionics Power Switch - OFF. f) “Shut-off Cabin Heat” - OPEN ▲ WARNING: When turning on the Battery switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the "Engine Master" ("IGN" resp.) was on. g) Battery and Main Bus switches - ON , Fuel Quantity Indicators and Fuel Temperature CHECK, Lamp "Water Level" - CHECK OFF Battery and Main Bus switches - OFF h) Entry in log-book concerning type of fuel filled – CHECK i) Static Pressure Alternate Source Valve – CHECK j) Fuel Selector Valve - tank with sufficient fuel quantity k) Fuel Shut-off Valve - ON (Push Full In) l) Baggage Door - CHECK, lock with key if the child's seat is supposed to be occupied. (2) a) Rudder Gust Lock (if attached) - REMOVE b) Tail Tie-Down - DISCONNECT c) Control Surfaces - CHECK freedom of movement and security (3) a) Aileron - CHECK freedom of movement and security (4) a) Wing Tie-Down - DISCONNECT b) Main Wheel Tire - CHECK for proper inflation Supplement POH Reims/Cessna F 172 N&P Page 4-3 Issue 2 Revision 0, Nov.2005 c) Before first flight of the day and after each refueling - DRAIN the Fuel Tank Sump Quick Drain Valve with the sampler cup and CHECK for water, sediment and the right type of fuel (Diesel or JET A-1) based on the fuel colour. d) Fuel Quantity - CHECK VISUALLY for desired level not above marking in fuel filler e) Fuel Filler Cap - SECURE (5) a) Reservoir-tank Quick Drain Valve -DRAIN at least a cupful of fuel (using sampler cup) from valve to check for water, sediment and proper fuel grade (Diesel or JET A-1) 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 point. Take repeated samples until all contamination has been removed. b) Before first flight of the day and after each refueling - DRAIN the Fuel Strainer Quick Drain Valve with the sampler cup to remove water and sediment from the screen. Ensure that the screen drain is properly closed again. If water is discovered, there might be even more water in the fuel system. Therefore, take further samples from Fuel Strainer and the Tank Sumps. c) Oil Level - CHECK, do not take off with less than 4.5 l. d) Propeller and Spinner - CHECK for nicks and security e) Landing Light - CHECK for condition and cleanliness f) Gearbox Oil Level - CHECK the oil has to cover at least half of the inspection glass g) Nose Wheel Strut and Tire CHECK for proper inflation h) Nose Wheel Tie-Down - DISCONNECT i) Left Static Source Opening - CHECK for stoppage (6) a) Main Wheel Tire - CHECK for proper inflation b) Before first flight of the day and after each refueling - DRAIN the Fuel Tank Sump Quick Drain Valve with the sampler cup and CHECK for water, sediment and the right type of fuel (Diesel or JET A-1). Supplement POH Reims/Cessna F 172 N&P Page 4-4 Issue 2 Revision 0, Nov.2005 c) Fuel Quantity - CHECK VISUALLY for desired level not above marking in fuel filler d) Fuel Filler Cap - SECURE (7) a) Pilot Tube Cover (if mounted) - REMOVE and CHECK for pilot stoppage b) Fuel Tank Vent Opening - CHECK for stoppage. c) Stall Warning Opening - CHECK for stoppage. d) Wing Tie-Down - DISCONNECT (8) a) Aileron - CHECK freedom of movement and security BEFORE STARTING ENGINE (1) Preflight Inspection - COMPLETE (Figure 4-1 a) (2) Seats, Seat and Shoulder Belts - ADJUST and LOCK (3) Fuel Selector Valve - SET to tank with sufficient fuel quantity or to the BOTH position if this option is installed (4) Fuel Shut-off Valve - ON (Push Full In) (5) Avionics Power Switch, Autopilot (if installed) and Electrical Equipment – OFF ■ CAUTION: The Avionics Power Switch must be off during engine start to prevent possible damage to avionics. (6) Brakes - CHECK, Parking Brake - SET. (7) Circuit Breakers (including CB Alternator, if installed) - CHECK IN (8) Alternate Air Door – CLOSED Supplement POH Reims/Cessna F 172 N&P Page 4-5 Issue 2 Revision 0, Nov.2005 (9) Battery, Alternator (if Switch installed) and Main Bus Switches - ON, Fuel Quantity and Temperature - CHECK ■ CAUTION: The electronic engine control needs an electrical power source for its operation. For normal operation Battery, Alternator and Main Bus have to be switched on. Separate switching is only allowed for tests and in the event of emergencies. (10) Thrust Lever - CHECK for freedom of movement (11) Load Display - CHECK 0% at Propeller RPM 0 STARTING ENGINE (1) Electrical Fuel Pump - ON (2) Thrust Lever – IDLE (3) Area Aircraft / Propeller – CLEAR (4) "Engine Master" ("IGN" resp.) - ON, wait until the Glow Control Lamp extinguishes (5) Starter – ON Release when engine starts, leave Thrust Lever in idle (6) CED-Test Knob - PRESS (to delete Caution Lamp) (7) Oil Pressure – CHECK ■ CAUTION: If after 3 seconds the minimum oil pressure of 1 bar is not indicated: shut down the engine immediately! (8) Ammeter - CHECK for positive charging current (9) Voltmeter - CHECK for green range (10) Avionics Power Switch – ON (11) Radios – ON (12) Electrical Fuel Pump - OFF Supplement POH Reims/Cessna F 172 N&P Page 4-6 Issue 2 Revision 0, Nov.2005 WARMUP (1) Let the engine warm up about 2 minutes at 890 RPM. (2) Increase RPM to 1,400 until Oil Temperature 50°C, Coolant Temperature 60°C. BEFORE TAKE-OFF (1) Parking Brake - SET (2) Cabin Doors and Windows - CLOSED and LOCKED (3) Flight Controls - FREE and CORRECT (4) Flight Instruments - CHECK and SET (5) Fuel Selector Valve - SET to tank with sufficient fuel quantity or to the BOTH position if this option is installed. The fuel temperature ♦ Note: If the optional LEFT, RIGHT, BOTH fuel selector is installed it is recommended to select the BOTH position (6) Elevator Trim and Rudder Trim (if installed) - SET for Take-off (7) FADEC and propeller adjustment function check: a) Thrust Lever - IDLE (both FADEC lamps should be OFF) b) FADEC Test Button - PRESS and HOLD button for entire test. c) Both FADEC Lamps - ON, RPM increases ▲ WARNING: If the FADEC lamps do not come on at this point, it means that the test procedure has failed and take off should not be attempted. d) The FADEC automatically switches to B-component (only FADEC B lamp is ON). e) The propeller control is excited, RPM decreases f) The FADEC automatically switches to channel A (only FADEC A lamp is ON), RPM increases g) The propeller control is excited, RPM decreases Supplement POH Reims/Cessna F 172 N&P Page 4-7 Issue 2 Revision 0, Nov.2005 h) FADEC A lamp goes OFF, idle RPM is reached, the test is completed. i) FADEC Test Button - RELEASE. ♦ Note: If the test button is released before the self test is over, the FADEC immediately switches over to normal operation. ♦ Note: While switching from one FADEC to another, it is normal to hear and feel a momentary surge in the engine. ▲ WARNING: If there are prolonged engine misfires or the engine shuts down during the test, take off may not be attempted. ▲ WARNING: The whole test procedure has to be performed without any failure. In case the engine shuts down or the FADEC lamps are flashing, take off is prohibited. This applies even if the engine seems to run without failure after the test. (8) Thrust Lever - FULL FORWARD, load display min. 94%, RPM 2240 – 2300 (9) Thrust Lever – IDLE (10) Engine Instruments and Ammeter – CHECK (11) Suction gauge – CHECK (12) Wing Flaps - SET 0° or 10° (13) Electrical Fuel Pump – ON (14) Radios and Avionics – ON (15) Autopilot (if installed) – OFF (16) Air Conditioning (if installed) – OFF (17) Thrust Lever Friction Control – SET (18) Brakes - RELEASE Supplement POH Reims/Cessna F 172 N&P Page 4-8 Issue 2 Revision 0, Nov.2005 TAKEOFF NORMAL TAKEOFF (1) Wing Flaps - 0° or 10° (refer to page 4-14, "Wi ng Flap Positions") (2) Thrust Lever - FULL FORWARD (3) Elevator Control - LIFT NOSE WHEEL at 55 KIAS. (4) Climb Speed - 65 to 80 KIAS SHORTFIELD TAKE-OFF (1) Wing Flaps - 10° (refer to page 4-10, "Wing Fla p Positions") (2) Brakes - APPLY (3) Thrust Lever - FULL FORWARD (4) Brakes - RELEASE (5) Airplane Attitude - SLIGHTLY TAIL LOW (6) Elevator Control - LIFT NOSE WHEEL at 44 KIAS (7) Climb Speed - 59 KIAS (until all obstacles are cleared). AFTER TAKEOFF (1) Altitude about 300 ft, Airspeed more than 65 KIAS: Wing Flaps - RETRACT (2) Electrical Fuel Pump – OFF CLIMB (1) Airspeed - 70 to 85 KIAS ♦ Note: If a maximum performance climb is necessary, use speeds shown in the "Maximum Rate Of Climb" chart in Section 5. In case that Oil Temperature and/or Coolant Temperature are approaching the upper limit, continue at a lower climb angle for better cooling if possible. Supplement POH Reims/Cessna F 172 N&P Page 4-9 Issue 2 Revision 0, Nov.2005 ♦ Note: If the optional LEFT, RIGHT, BOTH fuel selector is installed it is recommenced to select the BOTH position. The fuel temperatures have to be monitored. (2) Thrust Lever - FULL FORWARD CRUISE (1) Power - maximum load 100% (maximum continuous power), 75% or less is recommended (2) Elevator trim and Rudder trim (if installed) - ADJUST (3) Compliance with Limits for Oil Pressure, Oil Temperature, Coolant Temperature and Gearbox Temperature (CED 125 and Caution Lamp) - MONITOR constantly (4) Fuel Quantity and Temperature (Display and LOW LEVEL warning lamps) - MONITOR. Select the other fuel tank approximately every 30 minutes to empty and heat both tanks equally. (observe Section 2,”Operating Limits" Chapter “Engine Operating Limits"). The described LEFT, RIGHT alternating operation can also have benefits, even if the optional BOTH position is installed, in slip or skids flight conditions to ensure a balanced emptying of the fuel tanks and a balanced fuel warming in Diesel operation. ■ CAUTION: Do not use any fuel tank below the minimum permissible fuel temperature! ■ CAUTION: In turbulent air it is strongly recommended to use the BOTH position. ■ CAUTION: With ¼ tank or less prolonged or uncoordinated flight is prohibited when operating on either the left or right tank (5) FADEC Warning Lamps MONITOR DESCENT (1) Fuel Selector Valve - SET to tank with sufficient fuel quantity (LEFT or RIGHT) Supplement POH Reims/Cessna F 172 N&P Page 4-10 Issue 2 Revision 0, Nov.2005 ♦ Note: If the optional LEFT,RIGHT, BOTH fuel selector is installed it is recommenced to select the BOTH position. The fuel temperatures have to be monitored. (2) Power - AS DESIRED BEFORE LANDING (1) Seats, Seat and Shoulder Belts - ADJUST and SECURE or LOCK (2) Fuel Selector Valve - SET to tank with sufficient fuel quantity ♦ Note: If the optional LEFT, RIGHT, BOTH fuel selector is installed it is recommenced to select the BOTH position. The fuel temperatures have to be monitored. (3) Electrical Fuel Pump – ON (4) Autopilot (if installed) – OFF (5) Air Conditioning (if installed) - OFF LANDING NORMAL LANDING (1) Airspeed - 69 to 80 KIAS (wing flaps UP) (2) Wing Flaps - AS REQUIRED (0°-10° below 110 KIAS ; 10°-30° below 85 KIAS) (3) Airspeed in Final Approach: • wing flaps 20°: 63 KIAS • wing flaps 30°: 60 KIAS (4) Touchdown - MAIN WHEELS FIRST (5) Landing Roll - LOWER NOSE WHEEL GENTLY (6) Brakes - MINIMUM REQUIRED Supplement POH Reims/Cessna F 172 N&P Page 4-11 Issue 2 Revision 0, Nov.2005 SHORT FIELD LANDING (1) Airspeed - 69 to 80 KIAS (wing flaps UP) (2) Wing Flaps - 30° (3) Airspeed in the Final Approach - 60 KIAS (until flare) (4) Power - IDLE after clearing all obstacles (5) Touchdown - MAIN WHEELS FIRST (6) Brakes - APPLY HEAVILY (7) Wing Flaps - RETRACT BALKED LANDING (1) Thrust Lever - FULL FORWARD (2) Wing Flaps 20° (immediately after Thrust Lever FULL FORWARD) (3) Climb Speed - 58 KIAS (4) Wing Flaps - 10° (until all obstacles are clear ed) (5) Wing Flaps - RETRACT after reaching a safe altitude and 65 KIAS Supplement POH Reims/Cessna F 172 N&P Page 4-12 Issue 2 Revision 0, Nov.2005 AFTER LANDING (1) Wing Flaps - RETRACT (2) Electrical Fuel Pump – OFF SECURING AIRPLANE (1) Parking Brake – SET (2) Thrust Lever – IDLE (3) Avionics Power Switch, Electrical Equipment, Autopilot (if installed) – OFF (4) Alternator switch (if installed) and Main Bus switch – OFF (5) "Engine Master" ("IGN" resp.) – OFF (6) Battery Switch –OFF (7) Control Lock - INSTALL Supplement POH Reims/Cessna F 172 N&P Page 4-13 Issue 2 Revision 0, Nov.2005 AMPLIFIED PROCEDURES STARTING ENGINE The TAE 125 is a direct diesel injection engine with common-rail technology and a turbocharger. It is controlled automatically by the FADEC, which makes a proper performance of the FADEC test important for safe flight operation. All information relating to the engine are compiled in the CED 125 multifunction instrument. Potentiometers within the Thrust Lever transmit the load value selected by the pilot to the FADEC. With the "Engine Master" ("IGN" resp.) in position ON the glow relay is triggered by the FADEC and the Glow Plugs are supplied with electrical power, in position OFF, the Injection Valves are not supplied by the FADEC and stay closed. The switch/push button "Starter' controls the Starter. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (Refer to Figure 4-2, Taxiing Diagram) to maintain directional control and balance. The Alternate Air Door Control should be always pushed for ground operation to ensure that no unfiltered air is sucked in. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKEOFF WARM UP Let the engine run at propeller RPM of 1,400 to ensure normal operation of the TAE 125 until it reaches an Engine Oil Temperature of 50°C (green ar ea) and a Coolant Temperature of 60°C (green area). Supplement POH Reims/Cessna F 172 N&P Page 4-14 Issue 2 Revision 0, Nov.2005 MAGNETO CHECK N/A since this is a Diesel engine ALTERNATOR CHECK Prior to flights where verification of proper alternator and alternator control unit operation is essential (such as night and instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light or by operating the wing flaps during the engine runup (20% load). The ammeter will remain within a needle width of zero if the alternator and alternator control unit are operating properly. BATTERY CHECK If the engine was started with external power or if there is doubt regarding the battery conditions or functionality the battery has to be checked after warm-up as follows: Switch-off the alternator or pull the alternator Circuit breaker, if installed, while the engine is running (battery remains "ON") Perform a 10 sec. engine run. The voltmeter must remain in the green range. If not, the battery has to be charged or, if necessary, exchanged. After this test the alternator has to be switched "ON" again, the alternator circuit breaker, if installed, has to be pushed in again. Supplement POH Reims/Cessna F 172 N&P Page 4-15 Issue 2 Revision 0, Nov.2005 TAKEOFF POWER CHECK It is important to check full load engine operation early in the takeoff roll. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. If this occurs, you are justified in making a thorough full load static runup before another takeoff is attempted. After full load is applied, adjust the Thrust Lever Friction Control to prevent the Thrust Lever from creeping back from a maximum power position. Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed Thrust Lever setting. WING FLAP SETTINGS Flap deflections greater than 10° are not approved for normal and short field takeoffs. Using 10° wing flaps reduces the ground roll and total di stance over a 15 m obstacle by approximately 10%. CLIMB Normal climbs are performed with flaps up and full load and at speeds 5 to 10 knots higher than best rate-of-climb speeds for the best combination of engine cooling, climb speed and visibility. The speed for best climb is about 69 KIAS. If an obstruction dictates the use of a steep climb angle, climb at 62 KIAS and flaps up. ♦ Note: Climbs at low speeds should be of short duration to improve engine cooling. CRUISE As guidance for calculation of the optimum altitude and power setting for a given flight use the tables in Figure 5-7a or 5-7b. Observe the various rates of consumption with Diesel or Jet A-1 - operation. Supplement POH Reims/Cessna F 172 N&P Page 4-16 Issue 2 Revision 0, Nov.2005 LANDING NORMAL LANDING Remarks in Pilot's Operating Handbook concerning carburetor preheating are N/A BALKED LANDING In a balked landing (go around) climb, reduce the flap setting to 20° immediately after full power is applied. If obstacles must be cleared during the go-around climb, reduce wing flap setting to 10° and maintain a safe airspeed until t he obstacles are cleared. After clearing any obstacles, the flaps may be retracted as the airplane accelerates to the normal flaps up climb speed. Supplement POH Reims/Cessna F 172 N&P Page 4-17 Issue 2 Revision 0, Nov.2005 CARBURETOR ICING N/A since this is a Diesel engine FLIGHT IN HEAVY RAIN N/A since no special procedures are necessary for heavy rain. COLD WEATHER OPERATION The following limitations for cold weather operation are established due to temperature (Refer Section 2 ”Limitations" also) Fuel Minimum permissible fuel temperature in the fuel tank before Take-off Minimum permissible fuel temperature in the fuel tank during the flight Jet A-1, JET-A, Fuel No. 3 -30°C -35°C Diesel greater than 0°C -5°C Tab. 4-1a Minimum fuel temperature limits in the fuel tank ▲ WARNING: The fuel temperature of the fuel tank not in use should be observed if it is intended for later use. ▲ WARNING: The following applies to Diesel and JET A-1 mixtures in the tank: As soon as the proportion of Diesel in the tank is more than 10% Diesel, the fuel temperature limits have to be observed for Diesel operation. If there is uncertainty about the type of fuel in the tank, the assumption should be made that it is Diesel. ♦ Note: It is advisable to refuel before each flight and to enter the type of fuel filled and the additives used in the log-book of the airplane. It is advisable to refuel before each flight and to enter the type of fuel filled in the log-book of the airplane. Supplement POH Reims/Cessna F 172 N&P Page 4-18 Issue 2 Revision 0, Nov.2005 HOT WEATHER OPERATION ♦ Note: Engine temperatures may rise into the yellow range and activate the "Caution" lamp when operating in hot weather or longer climbouts at low speed. This warning gives the pilot the opportunity to keep the engine from possibly overheating by doing the following: i. increase climbing speed ii. reduce power, if the engine temperatures approach the red range. Should the seldom case occur that the fuel temperature is rising into the yellow or red range, switch to the other tank or to the BOTH position, if installed. Supplement POH Reims/Cessna F 172 N&P Page 5-1 Issue 2 Revision 0, Nov.2005 Section 5 PERFORMANCE MAXIMUM TAKE-OFF WEIGHTS ▲ WARNING: The Maximum Take-Off Weights have to be regarded. Cessna 172 N: Maximum Take-Off Weight Normal category ............... 1043 kg Maximum Take-Off Weight Utility category .................... 907 kg Cessna 172 P: Maximum Take-Off Weight Normal category ............... 1089 kg Maximum Take-Off Weight Utility category .................... 953 kg SAMPLE PROBLEM The following sample flight problem utilizes information from the various tables and diagrams of this section to determine the predicted performance data for a typical flight. Assume the following information has already been determined: AIRPLANE CONFIGURATION Takeoff Weight 1,043 kg Usable Fuel 127.4 l (33.6 US gal) Type of Fuel Selected Diesel TAKEOFF CONDITIONS Field Pressure Altitude 1,000 ft Temperature 28°C (15°C above ISA) Wind Component along Runway 12 Knot Headwind Field Length 1,067 m CRUISE CONDITIONS Total Distance 852 km (460 NM) Pressure Altitude 6,000 ft Temperature 23°C (20°C above ISA) Expected Wind Enroute 10 Knot Headwind Supplement POH Reims/Cessna F 172 N&P Page 5-2 Issue 2 Revision 0, Nov.2005 LANDING CONDITIONS Field Pressure Altitude 2000 ft Temperature 25°C Field Length 914 m Total Calculated Fuel Required: - Engine Start, Taxi and Takeoff 1 I (0.3 US gal) TAKEOFF The takeoff distance chart, Figure 5-4a (Takeoff Distance), should be consulted, keeping in mind that distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, temperature and altitude. For example, in this particular sample problem, the takeoff distance information presented for a weight of 1,043 kg, pressure altitude of 1000 ft and a temperature of ISA+20°C should be used and results in the following: Ground Roll 300 m Total Distance to clear a 15 m obstacle 616 m These distances are well within the available takeoff field length. However, a correction for the effect of wind may be made based on Note 2 of the takeoff chart. The correction for a 12 Knot Headwind is: 12 KN 9 KN x 10% = 13% Decrease This results in the following distances, corrected for wind: Ground Roll, zero wind 300 m Decrease at 12 Knot Headwind (300 m x 13%) = -39 m Corrected Ground Roll 261 m Total Distance to clear a 15 m obstacle, zero wind 616 m Decrease at 12 Knot Headwind (616 m x 13%) = -80 m Corrected Total Distance to clear a 15 m obstacle 536 m Supplement POH Reims/Cessna F 172 N&P Page 5-3 Issue 2 Revision 0, Nov.2005 CRUISE The cruising altitude should be selected based on a consideration of trip length, winds aloft and the airplanes performance. A typical cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be determined based on several considerations. These include the cruise performance characteristics presented in Figures 5-7a and 5-7b. Considerable fuel savings and longer range result when lower power settings are used. Figure 5-7a shows a range of 574 NM at zero wind with Diesel fuel, a power setting of 70% and altitude of 6,600 ft. With an expected headwind of 10 Knot at 5,500 ft altitude the range has to be corrected as follows: Range at zero wind (standard tanks) 750 NM with Diesel Reduction due to Headwind (7.2 h x 10 Knot) = 72NM Corrected Range 678 NM This shows that the flight can be performed at a power setting of approximately 70% with full tanks without an intermediate fuel stop. Figure 5-7a is based upon a pressure altitude of 6,000 ft and a temperature of 20°C above ISA temperature, according to Note 2 true airspeed and maximum range are increased by 2 %. The following values most nearly correspond to the planned altitude and expected temperature conditions. Engine Power setting chosen is 70%. The resultants are: Engine Power: 70% True Airspeed: 106 Knot Fuel Consumption in cruise: 17.7 l/h (4.5 US gal/h) Diesel Supplement POH Reims/Cessna F 172 N&P Page 5-4 Issue 2 Revision 0, Nov.2005 FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in Figures 5-6a/5-6b and 5-7a/5-7b. For this sample problem, Figure 5-6a shows that a climb from 1,000 ft to 6,000 ft requires 4.4 l (1.14 US gal) of fuel. The corresponding distance during the climb is 10,7 NM. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted in Note 2 of the climb chart in Figure 5-6a/5-6b. An effect of 10°C above the standard temperature is to increase time and distance by 10% and the time and above 10,000 ft by 5% due to the lower rate of climb. In this case, assuming a temperature 20°C above sta ndard, the correction would be: 20°C 10°C x 10% = 2.0% increase With this factor included, the fuel estimate would be calculated as follows: Fuel to climb, standard temperature 4.40 l (1.14 US gal) Diesel Increase due to non-standard temperature 4.4 I (1.14 US gal) x 2,0% = 0.09 l (0.02 US gal) Corrected fuel to climb 4.49 l (1.16 US gal) Diesel Using a similar procedure for the distance to climb results in 11,3 NM. The resultant cruise distance is: Total Distance 460.0 NM Climbout Distance -11.3 NM Cruise Distance 448.7 NM Supplement POH Reims/Cessna F 172 N&P Page 5-5 Issue 2 Revision 0, Nov.2005 With an expected 10 Knot headwind, the ground speed for cruise is predicted to be: 106 Knot -10 Knot 96 Knot Therefore, the time required for the cruise portion of the trip is: 448,7NM 96 KN = 4.7 h The fuel required for cruise is: 4.7 h x 17.7 l/h = 83,2 l (21.5 US gal) The total estimated fuel required is as follows: Engine Start, Taxi and Takeoff 1.00 l ( 0.30 US gal) Climb + 4.49 l ( 1.16 US gal) Cruise + 83.20 l ( 21.50 US gal) Total fuel required 88.69 l ( 22.96 US gal) This gives with full tanks a reserve of: 127,40 l ( 33.60 US gal) - 88.69 l ( 22.96 US gal) 38.71 l ( 10.64 US gal) Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required. LANDING DISTANCE Refer to Pilot's Operating Handbook. Supplement POH Reims/Cessna F 172 N&P Page 5-6 Issue 2 Revision 0, Nov.2005 TAKEOFF DISTANCE SHORT FIELD TAKEOFFS Conditions: Flaps 10° Full Power Prior to Brake Release Paved, level, dry runway Zero Wind Lift Off: 44 KIAS Speed at 15 m: 58 KIAS Notes: (1) Short field technique (2) Decrease distances 10% for each 9 Knot headwind. For operation with tailwinds up to 10 Knot increase distances by 10% for each 2 Knot. (3) For operation on dry, grass runway, increase distances by 15% of the "ground roll” figure. (4) Consider additionals for wet grass runway, softened ground or snow Supplement POH Reims/Cessna F 172 N&P Page 5-7 Issue 2 Revision 0, Nov.2005 Takeoff Distance at 1043 kg ISA ISA +10°C ISA +20°C ISA +30°C Pressure Altitude Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle (ft) (m) (m) (m) (m) (m) (m) (m) (m) NN 252 520 267 551 288 593 311 643 1000 265 547 281 578 300 616 325 670 2000 279 573 295 606 313 641 339 697 3000 293 601 310 634 327 669 353 725 4000 308 630 325 665 343 700 367 754 5000 323 660 341 696 359 733 382 784 6000 338 691 357 729 375 767 397 814 7000 373 774 393 815 412 856 432 901 8000 395 823 415 867 435 910 454 953 Figure 5-4a Takeoff Distance at take-off weight 1,043 kg Takeoff Distance at 940 kg ISA ISA +10°C ISA +20°C ISA +30°C Pressure Altitude Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle (ft) (m) (m) (m) (m) (m) (m) (m) (m) NN 195 406 207 429 224 461 242 500 1000 205 426 219 450 234 480 254 521 2000 217 447 230 472 245 500 266 543 3000 229 468 243 495 257 522 278 566 4000 241 491 256 519 270 548 291 590 5000 253 515 269 545 284 574 304 614 6000 267 540 283 571 298 602 317 640 7000 295 603 312 637 328 671 346 707 8000 313 642 331 678 348 713 365 749 Figure 5-4b Takeoff Distance at take-off weight 940 kg Supplement POH Reims/Cessna F 172 N&P Page 5-8 Issue 2 Revision 0, Nov.2005 Takeoff Distance at 1089 kg (Cessna 172P only) ISA ISA +10°C ISA +20°C ISA +30°C Pressure Altitude Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle (ft) (m) (m) (m) (m) (m) (m) (m) (m) NN 271 535 287 566 304 599 321 633 1000 285 562 302 596 319 630 337 665 2000 300 591 317 627 336 663 354 700 3000 315 622 334 659 354 698 373 736 4000 332 655 352 694 373 736 392 775 5000 349 689 370 731 393 775 413 815 6000 368 726 390 770 414 817 435 859 7000 388 766 411 811 436 861 458 905 8000 421 808 434 854 459 907 482 952 Figure 5-4c Takeoff Distance at take-off weight 1,043 kg Takeoff Distance at 970 kg ISA ISA +10°C ISA +20°C ISA +30°C Pressure Altitude Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle Ground Roll Total Distance to clear a 15m obstacle (ft) (m) (m) (m) (m) (m) (m) (m) (m) NN 205 405 217 429 230 454 243 480 1000 216 426 229 451 242 477 255 504 2000 227 448 240 475 255 503 269 530 3000 239 471 253 499 268 529 282 558 4000 251 496 266 526 282 557 297 587 5000 264 522 280 554 297 587 313 618 6000 278 550 295 583 313 619 329 650 7000 292 579 310 614 329 653 345 684 8000 307 610 326 646 346 688 362 720 Figure 5-4d Takeoff Distance at take-off weight 970 kg Supplement POH Reims/Cessna F 172 N&P Page 5-9 Issue 2 Revision 0, Nov.2005 MAXIMUM RATE-OF-CLIMB Conditions: Takeoff weight 1,043 kg Climb speed vy = 69 KIAS Flaps Up Full Power Rate of climb (ft/min) Pressure altitude (ft) ISA ISA+10°C ISA+20°C ISA +30°C NN 625 622 613 600 1000 622 614 601 583 2000 616 603 585 563 3000 605 587 565 538 4000 590 568 542 510 5000 570 544 515 473 6000 547 517 485 445 7000 521 487 452 409 8000 491 454 417 371 9000 458 419 379 331 10000 452 382 341 291 11000 385 343 301 250 12000 346 303 261 210 13000 306 263 222 171 14000 265 223 183 134 15000 225 184 146 101 16000 186 146 111 70 17000 148 111 79 44 Figure 5-5a Maximum Rate of Climb Supplement POH Reims/Cessna F 172 N&P Page 5-10 Issue 2 Revision 0, Nov.2005 MAXIMUM RATE-OF-CLIMB Cessna 172P Conditions: Takeoff weight 1,089 kg Climb speed vy = 69 KIAS Flaps Up Full Power Rate of climb (ft/min) Pressure altitude (ft) ISA ISA+10°C ISA+20°C ISA +30°C NN 602 600 582 559 1000 595 584 561 535 2000 582 564 538 509 3000 565 541 512 481 4000 545 515 485 451 5000 522 487 456 420 6000 496 458 425 389 7000 468 428 395 357 8000 438 397 363 325 9000 407 366 332 293 10000 374 334 301 262 11000 341 302 270 231 12000 307 271 239 201 13000 274 240 210 173 14000 240 211 181 146 15000 207 182 154 121 16000 176 154 128 97 17000 146 129 104 75 Figure 5-5b Maximum Rate of Climb C172P Supplement POH Reims/Cessna F 172 N&P Page 5-11 Issue 2 Revision 0, Nov.2005 TIME, FUEL AND DISTANCE TO CLIMB AT 1,043 KG Conditions: Takeoff weight 1,043 kg; Climb speed vy = 69 KIAS Flaps Up; Full Power; Standard Temperature Notes : (1) Add 1 l (0.3 US gal) of fuel for engine start, taxi and takeoff allowance. (2) Increase time and distance by 10% for 10°C abov e standard temperature, above 10,000 ft. Increase time by 5%. (3) Distances shown are based on zero wind. (4) Time, distance and fuel required are only valid from the point where the airplane climbs at vy = 69 KIAS. From Sea Level Press. Alt. Temp. Rate of Climb Time Dist. DIESEL JET-A1 (ft) (°C) (ft/min) (min) (NM) (l) (l) SL 15 625 0.0 0.0 0.0 0.0 1000 13 622 1.6 1.9 0.7 0.8 2000 11 616 3.2 3.8 1.5 1.6 3000 9 605 4.9 5.8 2.3 2.4 4000 7 590 6.5 8.0 3.2 3.3 5000 5 570 8.3 10.2 4.1 4.2 6000 3 547 10.0 12.6 5.1 5.2 7000 1 521 11.9 15.2 6.2 6.3 8000 -1 491 13.9 18.0 7.2 7.4 9000 -3 458 16.0 21.1 8.3 8.5 10000 -5 452 18.3 24.5 9.6 9.8 11000 -7 385 20.8 28.2 10.9 11.1 12000 -9 346 23.5 32.5 12.2 12.4 13000 -11 306 26.6 37.3 13.7 13.9 14000 -13 265 30.1 42.9 15.2 15.5 15000 -15 225 34.1 49.5 17.0 17.3 16000 -17 186 39.0 57.5 18.9 19.2 17000 -19 148 45.0 67.4 21.2 21.5 Figure 5-6a Time, Fuel and Distance to Climb at 1,043 kg Supplement POH Reims/Cessna F 172 N&P Page 5-12 Issue 2 Revision 0, Nov.2005 TIME, FUEL AND DISTANCE TO CLIMB AT 940 KG Conditions: Takeoff weight 940kg; Climb speed vy = 69 KIAS Flaps Up; Full Power; Standard Temperature Notes : (1) Add 1 l (0.3 US gal) of fuel for engine start, taxi and takeoff allowance. (2) Increase time and distance by 10% for 10°C abov e standard temperature, above 10,000 ft. Increase time by 5%. (3) Distances shown are based on zero wind. (4) Time, distance and fuel required are only valid from the point where the airplane climbs at vy = 69 KIAS. From Sea Level Press. Alt. Temp. Rate of Climb Time Dist. DIESEL JET-A1 (ft) (°C) (ft/min) (min) (NM) (l) (l) NN 15 755 0.0 0.0 0.0 0.0 1000 13 753 1.3 1.5 0.5 0.6 2000 11 746 2.7 3.2 1.2 1.3 3000 9 735 4.0 4.8 1.9 2.0 4000 7 719 5.4 6.6 2.7 2.8 5000 5 699 6.8 8.4 3.5 3.6 6000 3 674 8.3 10.4 4.3 4.4 7000 1 646 9.8 12.5 5.2 5.3 8000 -1 615 11.4 14.7 6.1 6.2 9000 -3 580 13.0 17.2 7.0 7.2 10000 -5 542 14.8 19.8 8.0 8.2 11000 -7 502 16.7 22.7 9.1 9.3 12000 -9 459 18.8 26.0 10.2 10.4 13000 -11 415 21.1 29.6 11.4 11.6 14000 -13 370 23.6 33.7 12.6 12.9 15000 -15 325 26.5 38.4 14.0 14.3 16000 -17 280 29.8 43.9 15.5 15.8 17000 -19 235 33.7 50.5 17.1 17.4 Figure 5-6b Time, Fuel and Distance to Climb at 940 kg Supplement POH Reims/Cessna F 172 N&P Page 5-13 Issue 2 Revision 0, Nov.2005 TIME, FUEL AND DISTANCE TO CLIMB AT 1089 KG Cessna 172P Conditions: Takeoff weight 1089kg; Climb speed vy = 69 KIAS Flaps Up; Full Power; Standard Temperature Notes : (5) Add 1 l (0.3 US gal) of fuel for engine start, taxi and takeoff allowance. (6) Increase time and distance by 10% for 10°C abov e standard temperature, above 10,000 ft. Increase time by 5%. (7) Distances shown are based on zero wind. (8) Time, distance and fuel required are only valid from the point where the airplane climbs at vy = 69 KIAS. From Sea Level Press. Alt. Temp. Rate of Climb Time Dist. DIESEL JET-A1 (ft) (°C) (ft/min) (min) (NM) (l) (l) NN 15 602 0.0 0 0.0 0.0 1000 13 595 1.7 2.0 0.7 0.8 2000 11 582 3.4 4.0 1.5 1.6 3000 9 565 5.1 6.1 2.4 2.5 4000 7 545 6.9 8.4 3.4 3.5 5000 5 522 8.8 10.9 4.4 4.5 6000 3 496 10.8 13.5 5.5 5.6 7000 1 468 12.8 16.4 6.5 6.7 8000 -1 438 15.0 19.5 7.7 7.9 9000 -3 407 17.4 22.9 9.0 9.2 10000 -5 374 20.0 26.7 10.3 10.5 11000 -7 341 22.8 30.9 11.7 11.9 12000 -9 307 25.8 35.7 13.2 13.4 13000 -11 274 29.3 41.1 14.8 15.0 14000 -13 240 33.2 47.3 16.6 16.8 15000 -15 207 37.6 54.5 18.3 18.6 16000 -17 176 42.9 63.1 20.4 20.7 17000 -19 146 49.1 73.5 22.7 23.0 Figure 5-6c Time, Fuel and Distance to Climb at 1089 kg Supplement POH Reims/Cessna F 172 N&P Page 5-14 Issue 2 Revision 0, Nov.2005 TIME, FUEL AND DISTANCE TO CLIMB AT 970 KG Conditions: Takeoff weight 970kg; Climb speed vy = 69 KIAS Flaps Up; Full Power; Standard Temperature Notes : (9) Add 1 l (0.3 US gal) of fuel for engine start, taxi and takeoff allowance. (10) Increase time and distance by 10% for 10°C abo ve standard temperature, above 10,000 ft. Increase time by 5%. (11) Distances shown are based on zero wind. (12) Time, distance and fuel required are only valid from the point where the airplane climbs at vy = 69 KIAS. From Sea Level Press. Alt. Temp. Rate of Climb Time Dist. DIESEL JET-A1 (ft) (°C) (ft/min) (min) (NM) (l) (l) NN 15 715 0.0 0.0 0.0 0.0 1000 13 713 1.4 1.6 0.6 0.7 2000 11 706 2.8 3.3 1.3 1.4 3000 9 695 4.2 5.1 2.0 2.1 4000 7 679 5.7 6.9 2.8 2.9 5000 5 660 7.2 8.9 3.6 3.7 6000 3 636 8.7 11.0 4.5 4.6 7000 1 608 10.3 13.2 5.5 5.6 8000 -1 577 12.0 15.6 6.3 6.5 9000 -3 543 13.8 18.2 7.4 7.6 10000 -5 506 15.7 21.0 8.4 8.6 11000 -7 467 17.8 24.2 9.6 9.8 12000 -9 425 20.0 27.6 10.7 10.9 13000 -11 383 22.5 31.6 12.0 12.2 14000 -13 339 25.3 36.0 13.4 13.6 15000 -15 295 28.4 41.2 14.7 15.0 16000 -17 252 32.1 47.2 16.3 16.6 17000 -19 209 36.4 54.5 18.1 18.4 Figure 5-6d Time, Fuel and Distance to Climb at 970 kg Supplement POH Reims/Cessna F 172 N&P Page 5-15 Issue 2 Revision 0, Nov.2005 CRUISE PERFORMANCE, RANGE AND ENDURANCE with standard tanks (Cessna 172N) Conditions: Takeoff weight 1043 kg Flaps Up Zero wind Notes: (1) Endurance information are based on standard tanks with 127.4 l (33.6 US gal) usable fuel (2) Increase true airspeed (KTAS) and maximum range (NM) by 1% per 10°C above ISA temperature. Press.Alt. [ft] Load [%] KTAS FF(l/h) Jet-A1 NM Hours FF(l/h) Diesel NM Hours 2000 60 82 15.8 659 8.0 14.9 699 8.5 2000 70 88 18.6 604 6.9 17.7 635 7.2 2000 80 94 21.7 552 5.9 20.8 576 6.1 2000 90 99 25.3 499 5.0 24.4 518 5.2 4000 60 93 15.8 748 8.0 14.9 793 8.5 4000 70 99 18.6 680 6.9 17.7 714 7.2 4000 80 104 21.7 611 5.9 20.8 637 6.1 4000 90 110 25.3 555 5.0 24.4 575 5.2 6000 60 98 15.8 788 8.0 14.9 836 8.5 6000 70 104 18.6 714 6.9 17.7 750 7.2 6000 80 109 21.7 640 5.9 20.8 668 6.1 6000 90 115 25.3 580 5.0 24.4 602 5.2 8000 60 101 15.8 812 8.0 14.9 861 8.5 8000 70 106 18.6 728 6.9 17.7 765 7.2 8000 80 112 21.7 658 5.9 20.8 686 6.1 8000 90 117 25.3 590 5.0 24.4 612 5.2 Supplement POH Reims/Cessna F 172 N&P Page 5-16 Issue 2 Revision 0, Nov.2005 Press.Alt. [ft] Load [%] KTAS FF(l/h) Jet-A1 NM Hours FF(l/h) Diesel NM Hours 10000 60 102 15.8 820 8.0 14.9 870 8.5 10000 70 108 18.6 741 6.9 17.7 779 7.2 10000 80 113 21.7 663 5.9 20.8 692 6.1 10000 90 119 25.3 600 5.0 24.4 623 5.2 12000 60 103 15.8 828 8.0 14.9 878 8.5 12000 70 109 18.6 748 6.9 17.7 786 7.2 12000 80 114 21.7 669 5.9 20.8 698 6.1 12000 88 119 24.5 619 5.2 23.6 642 5.4 Figure 5-7a Cruise Performance, Range and Endurance with standard tanks, Cessna 172N Supplement POH Reims/Cessna F 172 N&P Page 5-17 Issue 2 Revision 0, Nov.2005 CRUISE PERFORMANCE, RANGE AND ENDURANCE with longrange tanks (Cessna 172N) Conditions: Takeoff weight 1043 kg Flaps Up Zero wind Notes: (1) Endurance information are based on longrange tanks with 158.6 l (41.9 US gal) usable fuel (2) Increase true airspeed (KTAS) and maximum range (NM) by 1% per 10°C above ISA temperature. Press.Alt. [ft] Load [%] KTAS FF(l/h) Jet-A1 NM Hours FF(l/h) Diesel NM Hours 2000 60 82 15.8 821 10.0 14.9 871 10.6 2000 70 88 18.6 752 8.5 17.7 790 9.0 2000 80 94 21.7 687 7.3 20.8 717 7.6 2000 90 99 25.3 622 6.3 24.4 645 6.5 4000 60 93 15.8 931 10.0 14.9 987 10.6 4000 70 99 18.6 846 8.5 17.7 889 9.0 4000 80 104 21.7 760 7.3 20.8 793 7.6 4000 90 110 25.3 691 6.3 24.4 716 6.5 6000 60 98 15.8 981 10.0 14.9 1040 10.6 6000 70 104 18.6 889 8.5 17.7 934 9.0 6000 80 109 21.7 797 7.3 20.8 831 7.6 6000 90 115 25.3 722 6.3 24.4 749 6.5 8000 60 101 15.8 1011 10.0 14.9 1072 10.6 8000 70 106 18.6 906 8.5 17.7 9521 9.0 8000 80 112 21.7 819 7.3 20.8 854 7.6 8000 90 117 25.3 735 6.3 24.4 762 6.5 Supplement POH Reims/Cessna F 172 N&P Page 5-18 Issue 2 Revision 0, Nov.2005 Press.Alt. [ft] Load [%] KTAS FF(l/h) Jet-A1 NM Hours FF(l/h) Diesel NM Hours 10000 60 102 15.8 1021 10.0 14.9 1083 10.6 10000 70 108 18.6 923 8.5 17.7 970 9.0 10000 80 113 21.7 826 7.3 20.8 862 7.6 10000 90 119 25.3 747 6.3 24.4 775 6.5 12000 60 103 15.8 1031 10.0 14.9 1094 10.6 12000 70 109 18.6 931 8.5 17.7 979 9.0 12000 80 114 21.7 833 7.3 20.8 869 7.6 12000 88 119 24.5 770 6.5 23.6 799 6.7 Figure 5-7b Cruise Performance, Range and Endurance with longrange tanks, Cessna 172N Supplement POH Reims/Cessna F 172 N&P Page 5-19 Issue 2 Revision 0, Nov.2005 CRUISE PERFORMANCE, RANGE AND ENDURANCE with standard tanks (Cessna 172P) Conditions: Takeoff weight 1089 kg Flaps Up Zero wind Notes: (1) Endurance information are based on standard tanks with 127.4 l (33.6 US gal) usable fuel (2) Increase true airspeed (KTAS) and maximum range (NM) by 1% per 10°C above ISA temperature. Press.Alt. [ft] Load [%] KTAS FF(l/h) Jet-A1 NM Hours FF(l/h) Diesel NM Hours 2000 60 81 15.8 651 8.0 14.9 691 8.5 2000 70 87 18.6 597 6.9 17.7 628 7.2 2000 80 93 21.7 546 5.9 20.8 570 6.1 2000 90 98 25.3 494 5.0 24.4 513 5.2 4000 60 92 15.8 740 8.0 14.9 785 8.5 4000 70 98 18.6 673 6.9 17.7 707 7.2 4000 80 103 21.7 605 5.9 20.8 631 6.1 4000 90 109 25.3 550 5.0 24.4 570 5.2 6000 60 97 15.8 780 8.0 14.9 827 8.5 6000 70 103 18.6 707 6.9 17.7 743 7.2 6000 80 108 21.7 634 5.9 20.8 662 6.1 6000 90 114 25.3 575 5.0 24.4 596 5.2 8000 60 100 15.8 804 8.0 14.9 853 8.5 8000 70 105 18.6 721 6.9 17.7 758 7.2 8000 80 111 21.7 652 5.9 20.8 680 6.1 8000 90 116 25.3 585 5.0 24.4 607 5.2 Supplement POH Reims/Cessna F 172 N&P Page 5-20 Issue 2 Revision 0, Nov.2005 Press.Alt. [ft] Load [%] KTAS FF(l/h) Jet-A1 NM Hours FF(l/h) Diesel NM Hours 10000 60 101 15.8 812 8.0 14.9 861 8.5 10000 70 107 18.6 734 6.9 17.7 772 7.2 10000 80 112 21.7 658 5.9 20.8 686 6.1 10000 90 118 25.3 595 5.0 24.4 617 5.2 12000 60 102 15.8 820 8.0 14.9 870 8.5 12000 70 106 18.6 741 3.9 17.7 779 7.2 12000 80 113 21.7 663 5.9 20.8 692 6.1 12000 88 118 24.5 613 5.2 23.6 637 5.4 Figure 5-7c Cruise Performance, Range and Endurance with standard tanks, Cessna 172P Supplement POH Reims/Cessna F 172 N&P Page 5-21 Issue 2 Revision 0, Nov.2005 CRUISE PERFORMANCE, RANGE AND ENDURANCE with long-range tanks (Cessna 172P) Conditions: Takeoff weight 1089 kg Flaps Up Zero wind Notes: (1) Endurance information are based on longrange tanks with 158.6 l (41.9 US gal) usable fuel (2) Increase true airspeed (KTAS) and maximum range (NM) by 1% per 10°C above ISA temperature. Press.Alt. [ft] Load [%] KTAS FF(l/h) Jet-A1 NM Hours FF(l/h) Diesel NM Hours 2000 60 81 15.8 810 9.9 14.9 860 10.5 2000 70 87 18.6 743 8.5 17.7 781 8.9 2000 80 93 21.7 679 7.3 20.8 709 7.5 2000 90 98 25.3 615 6.2 24.4 638 6.4 4000 60 92 15.8 921 9.9 14.9 977 10.5 4000 70 98 18.6 837 8.5 17.7 880 8.9 4000 80 103 21.7 753 7.3 20.8 785 7.5 4000 90 109 25.3 684 6.2 24.4 709 6.4 6000 60 97 15.8 971 9.9 14.9 1029 10.5 6000 70 103 18.6 880 8.5 17.7 925 8.9 6000 80 108 21.7 789 7.3 20.8 824 7.5 6000 90 114 25.3 715 6.2 24.4 742 6.4 8000 60 100 15.8 1000 9.9 14.9 1061 10.5 8000 70 105 18.6 897 8.5 17.7 943 8.9 8000 80 111 21.7 811 7.3 20.8 846 7.5 8000 90 116 25.3 728 6.2 24.4 755 6.4 Supplement POH Reims/Cessna F 172 N&P Page 5-22 Issue 2 Revision 0, Nov.2005 Press.Alt. [ft] Load [%] KTAS FF(l/h) Jet-A1 NM Hours FF(l/h) Diesel NM Hours 10000 60 101 15.8 1010 9.9 14.9 1071 10.5 10000 70 107 18.6 913 8.5 17.7 961 8.9 10000 80 112 21.7 819 7.3 20.8 854 7.5 10000 90 118 25.3 740 6.2 24.4 768 6.4 12000 60 102 15.8 1020 9.9 14.9 1083 10.5 12000 70 108 18.6 922 4.8 17.7 969 8.9 12000 80 113 21.7 825 7.3 20.8 861 7.5 12000 88 118 24.5 763 6.4 23.6 793 6.7 Figure 5-7d Cruise Performance, Range and Endurance with longrange tanks, Cessna 172N Supplement POH Reims/Cessna F 172 N&P Page 5-23 Issue 2 Revision 0, Nov.2005 POWER DIAGRAM ISA Pressure Altitude (ft) -2,000 Sea Level 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 -20 -10 0 10 20 30 40 50 Outside Air Temperature ( °C) Density Altitude (ft) ISA Pressure Altitude (ft) -2,000 Sea Level 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 0 2,000 4,000 6,000 8,000 10,000 12,000 14,000 16,000 18,000 -20 -10 0 10 20 30 40 50 Outside Air Temperature ( °C) Density Altitude (ft) Figure 5-8 Adjustable Engine Power Supplement POH Reims/Cessna F 172 N&P Page 5-24 Issue 2 Revision 0, Nov.2005 25% - 1750 RPM 50% - 1880 RPM 65% - 1960 RPM 75% - 2030 RPM 90% - 2180 RPM 100% - 2300 RPM 30 50 70 90 110 130 0 2000 4000 6000 8000 10000 12000 14000 16000 18000 Pressue Altitude in ft Power in PS 22 32 42 52 62 72 82 92 102 Power in % Figure 5-9 Engine Power Over Altitude Supplement POH Reims/Cessna F 172 N&P Page 6-1 Issue 2 Revision 0, Nov.2005 Section 6 HANDLING ON GROUND & MAINTENANCE ■ CAUTION: Normally, a refill of coolant or gearbox oil between service intervals is not necessary. In case of low coolant or gearbox oil levels, inform the maintenance company immediately. ▲ WARNING: Do not start the engine in any case when filling levels are below the corresponding minimum marking. ENGINE OIL The TAE 125 is filled with 4.5 - 6 l engine oil (refer to section 1 of this supplement for specification). A dip stick is used to check the oil level. It is accessible by a flap on the upper right-hand side of the engine cowling. Notice that on warm engines 5 minutes after engine shut-off there are 80% of the entire engine oil in the oil pan and therefore visible on the oil dipstick. On warm engines oil should be added if the oil dip stick shows oil levels below 50%. After 30 minutes the real oil level is visible on the dip stick. The drain screw is located on the lower left-hand outside of the oil pan, the oil filter is on the upper left-hand side of the housing. The oil system has to be checked for sealing after the first 5 operating hours (visual inspection). Checks and changes of oil and oil filter have to be performed regularly according to the Operation and Maintenance Manual OM-02-01. The Supplement of the Aircraft Maintenance Manual AMM-20-01 has to be considered as well. Supplement POH Reims/Cessna F 172 N&P Page 6-2 Issue 2 Revision 0, Nov.2005 GEARBOX OIL To ensure the necessary propeller speed, the TAE 125 is equipped with a reduction gearbox filled with 1,0 I gearbox oil. (refer to section 1 of this supplement for specification) The level can be checked through a viewing glass on the lower leading edge of the gearbox. To do so, open the flap on the left front side of the engine cowling. The drain screw is located at the lowest point of the gearbox. A filter is installed upstream of the pump, as well as microfilter in the Constant Speed Unit. Check the gearbox for sealing after the first 5 hours of operation (visual inspection). Regular checks as well as oil and filter changes have to be performed in accordance with the Operation and Maintenance Manual OM- 02-01. The Supplement of the Aircraft Maintenance Manual AMM-20-01 has to be considered as well. FUEL The TAE 125 can be operated with JET A-1 kerosene or Diesel fuel. Due to the higher specific density of JET A-1 or Diesel in comparison to aviation gasoline (AVGAS) the permissible capacity for standard tanks was reduced as mentioned in Section 1. Appropriate placards are attached near the fuel filler connections. For temperature limitations refer to Section 2 “Limitations" and Section 4 “Normal Operation". It is recommended to refuel before each flight and to enter the type of fuel into the log-book. Supplement POH Reims/Cessna F 172 N&P Page 6-3 Issue 2 Revision 0, Nov.2005 COOLANT To cool the engine a liquid cooling system was installed with a water/BASF Glysantin Protect Plus/G48 mixture at a ratio of 1:1. A heat exchanger for cabin heating is part of the cooling system. Check the cooling system for sealing after the first 5 hours of operation (visual inspection). The coolant has to be changed in accordance with the Operations and Maintenance Manual OM-02-01. The Supplement of the Aircraft Maintenance Manual AMM-20-01 has to be considered as well. ♦ Note: The ice flocculation point of the coolant is –36°C . ■ CAUTION: The water has to satisfy the following requirements: 1. visual appearance: colorless, clear and no deposits allowed 2. pH-value: 6.5 to 8.5 3. maximum water hardness: 2.7 mmol/l 4. maximum hydrogen carbonate concentration: 100 mg/l 5. maximum chloride concentration: 100 mg/l 6. maximum sulfate concentration: 100 mg/l ♦ Note: The waterworks also provide information. In general, tap water may be diluted with distilled water. ■ CAUTION: Between scheduled maintenance topping-up coolant or gearbox oil should not be necessary. If low coolant or low gearbox oil level is detected, inform your service centre immediately. ▲ WARNING: It is not allowed to start the engine with low level coolant or gearbox oil. Supplement POH Reims/Cessna F 172 N&P Page 6-4 Issue 2 Revision 0, Nov.2005 This page has been intentionally left blank Supplement POH Reims/Cessna F 172 N&P Page 7-1 Issue 2 Revision 0, Nov.200