PILOT'S OPERATING HANDBOOK CESSNA MODEL R172K

Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). Total Capacity: 52 gallons. Total Capacity Each Tank: 26 gallons. Total Usable: 49 gallons. III II l'j' NOTES: 1. Wing span shown with strobe lights installed. 2. Maximum height shown with nose gear depressed, all tires and nose strut properly inflated, and flashing beacon installed. 3. Wheel base length is G5" 4. Propeller ground clearance is 103/4". 5. Wing area is 1}4 square feet. 6. Minimum tunuuq radius (*pivot point to outboard wi!lCJ tip) is 27' 5 1/2", * PI VOT POi f'~'f * PIVOT POINT 1-3 Figure] 1 SECTION 1 GENERAL t 'II:: l:.N/\ 1\1111'1':1, IU'/;~!{ : :1';( :'1'1( IN I (:I':NI':IU\I, \ \ I '" I I Wuight in Baggage Compartment, Normal Category: Baggage Area 1 (or passenger on child's seat)-Station 82 to 108: 200 lbs. See note below. Baggage Area 2 - Station 108 to 142: 50 Ibs. See note below. '1'01'11::11,.,. ,",, r, '''"1111 I", I, "1,,,,,1\' ,,·1,,'1' ,,'Iliuling, place 1,11" 1'''''1 :;,01,·, I", ",1" 111,111"" 1.1':1"'1' r n: ItiGHT position I.() I) I'f '\-'1 'II t. , 111 I,'I q 1111/' NOTE OIL The maximum combined weight capacity for baggage areas 1 and 2 is 200 lbs, Oil C;rad.· (::1"" ,I" ,,111,") Mil, I, I;IHC ;\ vi .: I" III I : r:l,d(~Straight Mineral Oil: Use to replenish :;"1'1".1' "'1'11'1'. 111':;1. ;~!)hours and at the first 25-hour oil chang~. (:lIliI.llIlIl· III 11:;'- u n t.i l a total of 50 hours has accumulated or 011 '" 1I1:;t 11111 ,1.11 '" 11:1.:; stabilized . Weight in Baggage Compartment, Utility Category: In this category, the baggage compartment and rear seat must not be occupied. 'i'lw a.i rplane was delivered from the factory with a corro- sioll preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. Standard Empty Weight, Hawk XP: 15491bs. Hawk XP II: 1573 Ibs. ., NOTE STANDARD AIRPLANE WEIGHTS Maximum Useful Load: Contincntal Motors Specification MHS-24A, Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consump- tion has stabilized. Recommended Viscosity For Temperature Range: SAE 50 above 4°C (40°F). SAE lOW30 or SAE 30 below 4°C (40°F). Hawk XP: Hawk XP II: Normal Category 1001 Ibs. 9771bs. Utility C_ategory 6511bs. 6271bs. CABIN AND ENTRY DIMENSIONS NOTE Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6. Multi-viscosity oil with a range of' SAE 10W30 is recom- mended for improved starting in cold weather. Oil Capacity: Sump: 8 Quarts. Total: 9 Quarts (if oil filter installed). BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illustrated in detail in Section 6. MAXIMUM CERTIFICATED WEIGHTS SPECIFIC LOADINGS Takeoff, Normal Category: 2550 Ibs. Utility Category: 2200 lbs. Landing, Normal Category: 2550 Ibs. Utility Category: 2200 lbs. Wing Loading: 14.7 Ibs./sq. ft. Power Loading: 13.1 Ibs./hp. 1-4 1-5 I " SECTION 1 GENERAL 1 'I 1 '1'::.: :NA 1\Ii 1111':I, I {.I '/;>,1\ SYMBOLS, ABBREVII\ liONS I\NI> II HMINOLOGY GENERALAIRSPH 1lIIIlIVIII\lII\(H.Y J\NI> SYMBOLS KCAS KIAS KTAS VA \ VFE I \ VNO VNE Vs Vs 0 Vx Vy 1\11()1,::(',1111" ,I, >I ,\11 'I",,.d I:: IlIdl''iI,ted airspeed ~orrected fIJI' 1",::,1,,,,, ,11,01111::11111111'111, "ITOl' and expres.sed In knots. 1\11.11,:;"IIII,,,d •.<I",II'::I"'''ct is equal to KTAS In standard al.lllI'::ldll-14' .i.l, :;4~a lo v ol , 1\""1.:.1",1"':11,,.,1 Airspeed is the speed shown on the air- .:1""'>I II I<IIC';d,., I' and expressed in knots. 1\"' d:, '1'1"11"A il'speed is the airspeed expressed in knots 1".,1:11"",I,IJ IIli'(listurbed air which is KCAS corrected for ",11,11.11<1<- ;llId I,(!lnperature. 1VI:J1I"II\1"I"illl~ Speed is the maximum speed at which you i un.v 1I::t!:IJJI:lliii;control travel. lVIaxillllllll Flap Extended Speed is the highest speed, J?er- 'ililssl[jTe'with wing flaps in a prescribed extended pos it ion. Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speec! is the speed limit that may not be exceeded at any time. Stalling Speed or the mrnirnum __stea~ __flight sP!:led at which the airplane is controllable. Stalling Speed or ,the min~IllIIIll steady flig·~l.!_.speed at which the airplane is controllable In the lu.nd in g conflgu- ration at the most forward coutor of gr-av itv. Best Angle-oI-Climb _,§.12~~~, is l.lru speed wit ich re~ults in the greatest gain of altitude in a /.';1von lio rizon tal di stance. Best Rate-of-Climb Speed is the sp.,()d which results in the greatest gain in altitude in a given Li mo. OAT METEOROLOGICAL TERMiNOLOGY 1-6 Outside Air Temperature is the free air stat.ic tempera- ture. It is expressed in either degrees CelsIUS (formerly Centigrade) or degrees Fahrenheit. MOD!>;!' JU72K Standard Tempera- ture Pressure Altitude ~;I':(;' I'\( ) N 1 (: I':N 1':1U\), Standard Temperature is 15°C at sea level pressure alti- tude and decreases by 2°C for each 1000 feet of altitude. Pressure Altitude is the altitude read from an altimeter when the altimeter's barometric scale has been set to 29.92 inches of mercury (1013 mb). BHP ENGINE POWER TERMINOLOGY Brake Horsepower is the power developed by the engine. RPM MP Revolutions Per Minute is engine speed. Manifold Pressure is a pressure measured in the engine's induction system and is expressed in inches of mercury (Hg). AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMI- NOLOGY Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demon- strated during certification tests. The value shown is not considered to be limiting. Usable Fuel is the fuel available for flight planning. Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel (in gallons) con- sumed per hour. Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/ or flight configura- tion. £ is acceleration due to gravity. Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g SECTION 1 GENERAL Cl';SSNA MOl JI';L R172K WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Center of Gravity (C. G.) C.G. Arm C.G. Limits Standard Empty Weight Basic Empty Weight Useful Load Gross (Loaded) Weight 1-8 Reference l>al.ullI iH :1.11 unu.g inary vertical plane from which all lIori:t.ollt.al distances are measured for balance purposes. Statioll i~; a location along the airplane fuselage given in tertllSt)f tlw distance from the reference datum. Arm is I.lIe horizontal distance from the reference datum to the con tor of g"ravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by re- ducing" the number of digits.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a standard air- plane. including unusable fuel, full operating" fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between takeoff weight and the basic empty weight. Gross (Loaded) Weight is the loaded weight of the air- plane. CI':HHNA M(1)!<;L lU72K Maximu m Takeoff Weight Maximum Landing Weight Tare ~;I':( ~'I'I(IN t (, I': N I':Il,A I, Maximum Takeoff Weight is the maximum weight ap- proved for the start of the takeoff run. Maximum Landing Weight is the maximum weight ap- proved for the landing touchdown. Ta~e is the weight of chocks, blocks, stands, etc. used when ~elghing an airplane, and is included in the scale read- mgs. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. 1-9/{1-10 blank) (~Ji~~;:-;N J\ MODEL H172K SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction . . . . . . . . Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits . . . Normal Category Utility Category Center of Gravity Limits Normal Category Utility Category Maneuver Limits Normal Category Utility Category Flight Load Factor Limits Normal Category Utility Category Kinds of Operation Limits Fuel Limitations Placards m;C'J'ION 2 LIMITATIONS Page 2-3 2-4 2-5 2-5 2-6 2-6 2-6 2·7 2-7 2-7 2.. 7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-9 .2-10 2-1/(2-2 blank) 2-3 CESSNA MODEL R172K SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its en- gine, standard systems and standard equipment. The limitations in- cluded in this section have been approved by the Federal Aviation Ad- ministration. When applicable, limitations associated with optional systems or equipment are included in Section 9. NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings chart (figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used, ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sour- ces as shown in Section 5. Your Cessna is certificated under FAA Type Certificate No. 3A17 as Cessna Model No. R172K. \ SECTION 2 LIMITATIONS CESSNA MODEL R172K CI';:-;:-;N/\ MOIJl';L lU72K AIRSPEED LIMITATIONS Airspeed limitations and their operational Significance are shown in figure 2-1. SPEED KCAS KIAS REMARKS VNE Never Exceed Speed 161 163 Do not exceed this speed in any operation. VNO Maximum Structural 127 129 Do not exceed this speed Cruising Speed except in smooth air, and then only with caution. -- VA Maneuvering Speed: 2550 Pounds 103 105 Do not make fu II or abrupt 2150 Pounds 94 96 control movements above 1750 Pounds 85 87 this speed. VFE Maximum Flap Extended 84 85 Do not exceed this speed Speed with flaps down. Maximum Window Open 161 163 Do not exceed this speed with Speed windows open. -- Figure 2-1. Airspeed Limitations 2-4 SECTlON 2 lAM lTATIONS AIRSPEED INDICATOR AR N Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 46 - 85 Full Flap Operating Range. Lower limit is maximum weight Vs in landing configuration. Uppe? limit is maximum speed permissible with flaps extended. Green Arc 54 - 129 Normal Operating Range. Lower limit is maximum weight Vs at most forward C.G. with flaps retracted. Upper limit is maximum structural cruising speed. Yellow Arc 129 - 163 Operations must be conducted with caution and only in smooth air. Red Line 163 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: IO-360-K. Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 195 BHP. Maximum Engine Speed: 2600 RPM. Maximum Cylinder Head Temperature: 238°C (460°F). Maximum Oil Temperature: 116°C (240°F). Oil Pressure, Minimum: 10 psi. Maximum: 100 psi. Fuel Pressure, Minimum: 3 psi. Maximum: 17 psi (17 gal/hr). Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 2A34C203/90DCA-14. Propeller Diameter, Maximum: 76 inches. Minimum: 74.5 inches. Propeller Blade Angle at 30 Inch Station, Low: 12.0°. High: 25.1°. 2-5 r \ SECTION 2 LIMITATIONS CESSNA MODEL R172K C.Lt;SSNA MODEL R172K SECTION 2 LIMITATIONS POWER PLANT INSTRUMENT MARKINGS UTILITY CATEGORY Power plant instrument markings and their color code significance are shown in figure 2-3. Maximum Takeoff Weight: 2200 lbs. Maximum Landing Weight: 2200 Ibs. Maximum Weight in Baggage Compartment: In the utility category, the baggage compartment and rear seat must not be occupied. RED LINE GREEN ARC RED LINE INSTRUMENT MINIMUM NORMAL MAXIMUM LIMIT OPERATING LIMIT Tachometer - .. 2200 - 2600 RPM 2600 RPM Manifold Pressure - ... - 15 - 25 - - - in. Hg Oil Temperature - - - 100° - 240°F 240°F Cylinder Head - - - 300° - 460°F 460°F Temperature Fuel Flow (Pressure) (3 psi) 4.5 - 11.5 gal/hr 17 gal/hr (17 psi) Oi I Pressure 10 psi 30 - 60 psi 100 psi CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 lbs. or less, with strarzht line variation to 41.0 inches aft of datum at 2550 Ibs. b Aft: 47.3 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. UTILITY CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight line variation to 37.5 inches aft of datum at 2200 lbs. Aft: 40.5 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall. Figure 2-3. Power Plant Instrument Markings MANEUVER LIMITS NORMAL CATEGORY WEIGHT LIMITS This airplane is certificated in both the normal and utility catego- ry. The normal category is applicable to aircraft intended for non-aero- batic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and turns in which the angle of bank is not more than 60°. Aerobatic maneuvers including spins, are not approved. ' NORMAL CATEGORY Maximum Takeoff Weight: 2550 lbs. Maximum Landing Weight: 2550 lbs. Maximum Weight in Baggage Compartment: Baggage Area 1 (or passenger on child's seat)-Station 82 to 108: 200 lbs. See note below. Baggage Area 2 - Station 108 to 142: 50 lbs. See note below. . This airplane is not designed for purely aerobatic flight. However, In the acquisition of various certificates such as commercial pilot, in- strument pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. UTILITY CATEGORY NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 200 lbs. 2-6 2-7 i ~ \II SECTION 2 LIMIT ATIONS CESSNA MODEL R172K (~II:HHNj\ SECTION 2 LIMITATIONS In the utility category, the compartment and rear seat must not be occupied. No aerobatic maneuvers are approved except those listed below: MANEUVER RECOMMENDED ENTRY SPEED* 1VI0Dl<;LR172K KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and I or IFR operations. FAR Part 91 establishes the min- imum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Cer- tificate issuance. Flight into known icing conditions is prohibited . FUEL LIMITATIONS 2 Standard Tanks: 26 U. S. gallons each. Total Fuel: 52 U. S. gallons. Usable Fuel (all flight conditions): 49 U. S. gallons. Unusable Fuel: 3.0 U. S. gallons. NOTE To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding. ( Chandelles . Lazy Eights Steep Turns Spins Stalls (Except Whip Stalls) 110 knots 110 knots 105 knots . Slow Deceleration . Slow Deceleration NOTE Takeoff, climb and land with the fuel selector valve handle in the BOTH position. Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). 2-9 ...."..•.~' ....•.. ·Y'--~-'~. - "-.- *Abrupt use of the controls is prohibited above 105 knots. Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quick- ly with the nose down. Proper speed control is an essential require- ment for execution of any maneuver, and care should always be exer- . cised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. Intentional spins with flaps extended are prohibited. FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY Flight Load Factors (Gross Weight - 2550 Ibs.): *Flaps Up "Flaps Down . . . . . . . . . . . . . . . +3.Sg, -1.52g +3.0g "The design load factors are 150'/" of the above, and in all cases, the structure meets or exceeds design loads. UTiLITY CATEGORY Flight Load Factors (Gross Weight - 2200 Ibs.): "Flaps Up "Flaps Down . . . . . . . . . . . . . . . +4.4g, -1.76g +3.0g "'The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. 2-8 I i~I" ,II r \ SECTION 2 LIMITATIONS CESSNA MODEL R172K 'I"" Cl';88N/\ SECTION 2 MODEL R172K LIMITATIONS (2) Near flap indicator: I A VOID SLIPS WITH FLAPS EXTENDED I (3) On the fuel selector valve: BOTH - 49 GAL. LEFT - 24.5 GAL. RIGHT - 24.5 GAL. (4) On the fuel selector valve: WHEN SWITCHING FROM DRY TANK, TURN PUMP ON HIGH MOMENTARILY. (5) Near fuel tank filler cap: FUEL 100/130 MIN. GRADE AVIATION GASOLINE CAP. 26 U.S. GAL. PLACARDS The following information is displayed in the form of composite or individual placards. (1) In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.) This airplane must be operated in compliance with the oper- ating limitations as stated in the form of placards, markings, and manuals. ---------MAXIMUMS -------- Normal Category MANEUVERING SPEED (IAS) 105 knots GROSS WEIGHT ..... 2550 Ibs. . FLIGHT LOAD FACTOR Utility Category 105 knots 22001bs. (6) On control lock: CONTROL LOCK REMOVE BEFORE STARTING ENGINE. Flaps Up Flaps Down +3.8, -1.52 +3.0 ... +4.4, -1.76 +3.0 2-11 Normal Category - No acrobatic maneuvers including spins approved. Utility Category - Baggage compartment and rear seat must not be occupied. ~ NO ACROBATIC MANEUVgHS APPROVED-- EXCEPT THOSE LISTED BELOW Maneuver Recm. Entry Speed Maneuver Recm. Entr:y Speed Chandelles Lazy Eights Steep Turns 110 knots 110 knots 105 knots Spins . . . Slow Deceleration Stalls (except whip stalls) Slow Deceleration Altitude loss in stall recovery -- 160 feet. Abrupt use of controls prohibited above 105 knots. Spins Recovery: opposite rudder - forward elevator - neu- tralize controls. Intentional spins with flaps extended are prohibited. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: I '\1 I, ,II rl'!il 1,1 11 11 I'll II, 1',1,11 2-10 II Il\l\ DA Y - NIGHT - VFR - IFR SECTION 2 LIMITATIONS CESSNA MODEL R172K (7) In baggage compartment: 200 POUNDS M A X IMU M BAGGAGE OR 120 LBS AUX SI:<;A'1'PASSENGER FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH I r 2-12 MAXIMUM 200 POUNDS COMBINED FOR ADDITIONAL LOADING INSTH.UCTIONS SEE WEIGHT AND BALANCE DATA (8) Neal' manifold pressure/fuel flow f.',;.I,r';e: SL FUEL FLOW AT FULL THltOT'J'LE i2GOO RPM 16 GPH 14 GPH 12 GPH 10 GPH 4000 FT 8000 FT 12000 FT --~-~-----------.--- ..--.------------' CI·:SSNA MODEL R172K SF;CTION :l EMERGENCYPROCEDllliES SECTION 3 EMERGENCY PROCE U ES TABLE OF CONTENTS Page Introduction . . . . , . , . . . . . Airspeeds For Emergency Operation 3-3 . 3-3 OPERATIONAL CHECKLISTS Engine Failures . . . . . . . . . . . . . . Engine Failure During Takeoff Run . . . Engine Failure Immediately After Takeoff Engine Failure During Flight . . , . . . Forced Landings . . . . . . . . . . . . . . Emergency Landing Without Engine Power Precautionary Landing With Engine Power Ditching . Fires . . . . . . . . . .. During Start On Ground Engine Fire In Flight Electrical Fire In Flight Cabin Fire Wing Fire . . . . . .. Icing . . . . . .. Inadvertent Icing Encounter Static Source Blockage (Erroneous Instrument Reading Suspected) . . . . . . . . . . . . . Landing With a Flat Main Tire ..... , . Electrical Power Supply System Malfunctions Over- Voltage Light Illuminates . . . . Ammeter Shows Discharge . . . . . . . 3-8 a-s 3-8 3-8 3-8 3·3 3-3 3-4 3-4 3-4 3-4 3-4 3-5 3-5 3-5 3-6 3-6 3-6 3-7 3-7 3-7 AMPLIFIED PROCEDURES Engine Failure Forced Landings . 3-9 .3-10 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) CESSNA MODEL R172K Page Landing Without Elevator Control . Fires . . . . . . . . . . . . . . . . . . . . . . . .. Emergency Operation In Clouds (Vacuum System Failure) Executing a 1800 Turn In Clouds Emergency Descent Through Clouds Recovery From a Spiral Dive Flight In Icing Conditions Static Source Blocked Spins . Rough Engine Operation Or Loas Of Power Spark Plug Fouling . Magneto Malfunction . . . . . . . . . Engine-Driven Fuel Pump Failure Low Oil Pressure . Electr ical Power Supply System Malfunctions Excessive Rate Of Charge Insufficient Rate Of Charge . . . . . . . .3-10 .3-10 .3-11 .3-11 .3-11 .3-12 .3-12 .3-13 .3-13 .3-14 .3-14 .3-14 .3-15 .3-15 .3-15 .3-16 .3-16 I t 3-2 CI';~~N!\ MODEL H172K ~1';C'l'I()N :1 EMERGENCY PHOCI';I)[JH.I';~ INTRODUCTION . Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement wher unexpected weather is encountered. However, should an emer- gency arise the basic guidelines described in this section should be considered and applied as nece .ary to correct the problem. Emergen- cy procedures associated with the ELT and other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up . . Wing Flaps Down Maneuvering Speed: 2550 Lbs 2150 Lbs .. 1750 Lbs .. Maximum Glide: 2550 Lbs 2150 Lbs .. 1750 Lbs .. 70 KIAS 65 KIAS 105 KIAS 96 KIAS 87 KIAS 75 KIAS 69 KIAS 62 KIAS 65 KIAS ...... Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up . . Wing Flaps Down ..... 70 KIAS 65 KIAS OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN (1) Throttle -- IDLE. (2) Brakes -- APPLY. (3) Wing Flaps -- RETRACT. (4) Mixture -- IDLE CUT-OFF. (5) Ignition Switch -- OFF. (6) Master Switch -- OFF. 3-3 I \ SECTION 3 EMERGENCY PROCEDURE:S CESSNA MODEL R172K t~li:f:)SNA IVlODI<':I ..•IU72,K SI';CTION :~ EM.ERGENCY PHOGL<;J)Ultl';S ENGINE FAILURE IMMEDIATELY lU=TEH TAKEOFF (1) -- 70 KIAS (flaps UP)_ 65 KIAS (flaps DOWN), (2) Mixture -- IDLE CUT-OFF. (3) Fuel Shutoff Valve -- OFF (pull out), (4) Ignition Switch -- OFF. (5) Wing Flaps _.-AS REQUIRED (fun down recommended). (6) Master Switch -- OFF. ENGI!\lE FtULURE DURING FLIGHT (1) -- 75 KIAS. (2) Primer -- IN and LOCKED. (3) Fuel Shutoff Valve -- ON (push full in ). (4) Fuel Selector Valve -- BOTH. (5) Mixture -- RICH. (6) Throttle -- 1/2 OPEN. (7) Auxiliary Fuel Pump -- LOW l'or :)-!) seconds then OFF. (8) Ignition Switch -- BOTH (or STJ\!l:1' it' propeller is stopped). FORCED LANDINGS EMERGENCY lANDiI\lG WiTHOUT ENGINE POWER (1) Airspeed _.. 70 ETAS (flaps UI'), 65 KIAS (flaps I)()WN). (2) Seat Belts and Shoulder Ilal"lw~;:;u~;' SECUHE. (3) Mixture -- IDLE CUT-OFTi'. (4) Fuel Shutoff Valve -- OF,F. (5) All Switches (except master s w it.c-h ) OFF. (6) Wing Flaps -- AS REQUIH1<~I) (1'1111down recommended). (7) Master Switch -- OFF_ (8) Doors -- UNLATCH PRIOR TO TOUCHDOWN. (9) Touchdown -- SLIGHTLY TAIL L()W. (10) Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER (1) Seat Belts and Shoulder Harnesses -- SBCUHK (2) Wing Flaps 20°. (3) Airspeed ..- 65 KlAS. (4) Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed. (5) AIl Switches (except master and ignition switches) -- OFF. 3-4 (6) Wing -.. FULL DOWN (on final approach). (7) Airspeed. ,- 65 KlAS. (S) Master Switch _. OFF. (9) Doors -- UNLATCH PRIOR TO TOUCHDOWN. (10) Touchdown SLIGHTLY TAIL LOW. (11) Ignition Switch -- OFF. (12) Brakes- APPLY HEAVILY. DITCHING (1) Radio -- THANSMIT MAYDAY on 121.5 MHz, giving location and intentions. (2) Heavy Objects (in baggage area) -- SECUHE or JETTISON. (3) Se at Belts and Shoulder Harnesses -- SECURE. (4) Wing -- 20° - 40°, (5) Power -- ESTABLISH 300 FT/MIN DESCENT at 55 KIAS. (6) Approach -- High Winds, Heavy Seas -- INTO TI-IE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS NOTE If no power is available, approach at 65 KIAS with flaps up or at 60 KIAS with 10° flaps. (7) Cabin Doors -- UNLATCH. (8) Face -- CUSHION at touchdown with folded coat. (9) Touchdown-- LEVEL ATTITUDE AT ESTABLISHED DES- CENT. (1.0) Airplane -- EVACUATE through cabin doors. If necessary, open window to flood cabin to equalize pressure so doors can be opened. (11) Life Vests and Raft -- INFLATE. FIRES DURiNG START ON GROUND (1) Auxiliary Fuel Pump -- OFF. (2) Mixture «- IDLE CUT-OFF. (3) Parking Brake -- RELEASE. (4) Fire -- OBTAIN (have ground attendants obtain if not installed). (5) Airplane EVACUATE. (6) Fire -- EXTINGUISH. 3.. 5 I \ \ \ SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R172K CI';SSN 1\ M()J)I'~L It172K NOTE If sufficient ground personnel are available (and fire is on ground and not too dangerous) move airplane away from the fire by pushing rearward on the leading edge of the horizontal stabilizer. (7) Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight. ENGINE FIRE IN FLIGHT (1) Throttle -- CLOSE. (2) Mixture -- IDLE CUT-OFF. (3) Fuel Shutoff Valve -- OFF. (4) Master Switch -- OFF. (5) Cabin Heat and Air -- OFF (except overhead vents). (6) Airspeed -- 105 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture). (7) Forced Landing -- EXECUTE (as described in Emergency Land- ing Without Engine Power). Do not attempt to restart engine. ELECTRICAL FIRE IN FLIGHT (1) Master Switch -- OFF. (2) All Other Switches (except ignition switch) -- OFF. (3) Vents/Cabin Air/Heat -- CLOSED. (4) Fire Extinguisher -- ACTIVATE (if available). IWARNING' After discharging an extinguisher within a closed cabin, ventilate the cabin. If fire appears out and electrical power is necessary for continu- ance of flight: (5) Master Switch -- ON. (6) Circuit Breakers -- CHECK for faulty circuit, do not reset. (7) Radio/Electrical Switches -- ON one at a time, with delay after each until short circuit is localized. (8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished. CABIN FIRE (1) Master Switch -- OFF. 3-6 SJ<~CTlON:J EMERGENCY PROCEDUHES (2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). (3) Fire Extinguisher -- ACTIVATE (if available). IWARNING' After discharging an extinguisher within a closed cabin, ventilate the cabin. (4) Land the airplane as soon as possible to inspect for damage. WING FIRE (1) Navigation Light Switch -- OFF. (2) Strobe Light Switch (if installed) -- OFF. (3) Pitot Heat Switch (if installed) -- OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. ICING INADVERTENT ICING ENCOUNTER (1) Turn pitot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air tempera- ture that is less conducive to icing. (3) Pull cabin heat control full out to obtain maximum windshield defroster airflow. (4) Increase engine speed to minimize ice build-up on propeller blades. (5) Watch for signs of induction air filter ice and regain manifold pressure by increasing the throttle setting. (6) Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. (7) With an ice accumulation of 1/4 inch or more on the wing lead- ing edges, be prepared for significantly higher stall speed. (8) Leave wing flaps retracted. With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effective- ness. (9) Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. 3-7 I \I SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R172K CI';SSNA IVlOlJBL R172K (10) Perform a landing approach using a forward slip, if necessary, for improved visibility.. ' (11) Approach at 80 to 90 KIAS, depending upon the amount of the accumulation, (12) Perform a landing in level attitude. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) (1) Alternate Static Source Valve -- PULL C?N. . . (2) Airspeed -- Consult appropriate ca.Iibru.tion table m Section 5 or climb and approach 3 knots faster than normal. (3) Altitude -- Cruise and approach 25 feet higher than normal. LANDING WITH A FLAT MAIN TIRE (1) Approach -- NORMAL. (2) Wing Flaps -- FULL DOWN. (3) Touchdown -- GOOD TIRE FIHS'!', hold airplane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MAL- FUNCTIONS OVER-VOLTAGE LIGHT ILLUMINATES (1) Master Switch -- OFF (both sides). (2) Master Switch -- ON. (3) Over-Voltage Light -- OFF. If over-voltage light illuminates a/.!:a.in: (4) Flight -- TERMINATE as soon as possible. AMMETER SHOWS DISCHARGE (1) Alternator -- OFF. (2) Nonessential Electrical EquIpment -- OFF. (3) Flight -- TERMINATE as S()Un as practical. 3-8 SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run, the most impor- tant thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 1800 gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be at- tempted as shown in the checklist. If the engine cannot be resta.rted, a forced landing without power must be completed. ~ 10,000 z <.{ 8000 r:r: r:r: ur f- UJ 6000 > 0 co <.{ 4000 f- WEIGHT (LBS) KIAS I r.:J 2550 75 w I 2000 2150 69 1750 62 a 0 2 4 6 8 10 12 14 16 18 20 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 3-9 i ~--- 1'1 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R172K r : Ij:}'-i~'-iN /\ SI';CTION :l EMERGENCY PHOCI';IHJH,I<;S FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent, select a suitable field and prepare for the landing as dis- cussed in the checklist for engine-off emergency landings. Before attempting an "off airport" landing with engine power avail-- able, one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions. proceeding as discussed under the Precautionary Lu.nd irur With Engine Power checklist. Prepare for ditching by securing OJ' jettisoning heavy objects locat- ed in the baggage area and collect folded coats for protection of occu- pants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions. Avoid a landing flare because of diffi- culty in judging height over a water surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight to an a.i rxpood of approximately 65 KIAS with flaps set to 20° by using throttle and elevator trim control. Then do not change the elevator trim control s(!Lting; control the glide angle by adjusting power exclusively. ---- ------ At flare out, the nose-down momon t. J'(!slIlting from power reduction is an adverse factor and the airplane (Ilay Iiit on the nose wheel. Con- sequently, at flareout, the elevator l.riIII control should be adjusted to- ward the full nose-up position and Ll u: powe r adjusted so that the air- plane will rotate to the horizontal a.t.t.itudo for touchdown. Close the throttle at touchdown. FIRES Improper starting procedures inv olv irur the excessive use of auxil- iary fuel pump operation can cause engine l'Iooding and subsequent puddling of fuel on the parking ramp as the excess fuel drains over- board from the intake ports. This is sometimes experienced in difficult starts in cold weather where preheat service is not available. If this occurs, the airplane should be pushed away from the fuel puddle before another engine start is attempted. Otherwise, there is a possibility of raw fuel accumulations in the exhaust system igniting during an en- gine start, causing a long flame from the tailpipe, and possibly igniting the fuel puddle on the pavement. In the event that this occurs, proceed in accordance with the Fire During Start On Ground checklist. 3-10 Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing as soon as possi- ble. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. EMERGENCY OPERATION IN CLOUDS (Vacuum System Failure) In the event of a vacuum system failure during flight in marginal weather, the directional indicator and attitude indicator will be dis- abled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 1800 TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows: (1) Note the time of the minute hand and observe the position of the sweep second hand on the clock. (2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator sym- bolic airplane wing opposite the lower left index mark for 60 se- conds. Then roll back to level flight by leveling the miniature air- plane. (3) Check accuracy of the turn by observing the compass heading which should be the recrprocal of the original heading. (4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. (5) Maintain altitude and airspeed by cautious application of eleva- tor control. Avoid overcontrolling by keeping the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180° turn, 3-11 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R172K CESSNA MODEL R172K a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive. choose an easterly or westerly heading to minimize compass card sw ings due to changing bank an- gles. In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring; the turn coordinator. Occasionally check the compass heading; and make minor corrections to hold an approximate course. Before descending into the clouds, set up a stabilized let-down condition as follows: (1) Reduce power to set up a. 500 to HOO ft./ min. rate of descent. (2) Adjust the mixture as requ ired for smooth engine operation. (3) Adjust the elevator and rudder trim for a stabilized descent at 75 KIAS. (4) Keep hands off control whee I. (5) Monitor turn coordinator and mu.k o corrections by rudder alone. (6) Adjust rudder trim to relieve unbalauoed rudder force, if pres- ent. (7) Check trend of compass card III()VI~mentand make cautious cor- rections with rudder to stop turn. (8) Upon breaking out of clouds. rusu m» normal cruising flight. RECOVERY FROM A SPIRAL DIVE If a spiral is encountered, proceed a:, follows: (1) Close the throttle. (2) Stop the turn by using coord iII ;1,Lu(\ aileron and rudder control to align the symbolic airplane in l.h« \.11I'll coordinator with the horizon reference line. (3) Cautiously apply elevator back prossu re to slowly reduce the airspeed to 75 KIAS. (4) Adjust the elevator trim control t.o rn a.inta.in a 75 KIAS glide. (5) Keep hands off the control whoo l. w;ing rudder control to hold a straight heading. Use rudder trim t.o rol ie ve unbalanced rudder force, if present. (6) Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. (7) Upon breaking out of clouds, resume normal cruising flight. F GHT IN ICING CONDITIONS Intentional flight into known icing conditions is prohibited in this airplane. During instrument flights, however, icing conditions may be encountered inadvertently and therefore some corrective action will be required as shown in the checklists. Initiation of a climb is usually the 3-12 SECTION 3 EMERGENCY PROCEDURES best ice avoidance action to take; however, alternatives are descent to warmer air or to reverse course. STATIC SOURCE BLOCKED If erroneous instrument readings are suspected due to water, ice, or other foreign matter in the pressure lines going to the standard exter- nal static pressure sources, the alternate static source valve should be pulled on. A calibration table is provided in Section 5 to illustrate the effect of the alternate static source on indicated airspeeds. With the windows and vents closed the airspeed indicator may typically read as much as 4 knots slower and the altimeter 50 feet lower in cruise. With the vents open and heater on, these variations increase to 7 knots slower and 50 feet lower respectively. If the alternate static source must be used for landing, airspeed errors of up to 10 knots slower with vents open and 4 knots slower with vents closed can be expected. Altimeter errors re- main 50 feet low. NOTE In an emergency on airplanes not equipped with an alter- nate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator. SPINS Should an inadvertent spin occur, the following recovery procedure should be used: (1) RETARD THROTTLE TO IDLE POSITION. (2) PLACE AILERONS IN NEUTRAL POSITION. (3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DI- RECTION OF ROTATION. (4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. (5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. Premature relaxation of the control inputs may extend the recov- ery. (6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. 3-13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R172K l CESSNA MODEL R172K SECTION 3 EMERGENCY PROCEDURES NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this in f'orma.tion , ENGINE-DRIVEN FUEL PUMP FAILURE Failure of the engine-driven fuel pump will be evidenced by a sud- den reduction in the fuel flow indication prior to a loss of power, while operating with adequate fuel in either or both fuel tanks. In the event of an engine-driven fuel pump failure during takeoff, immediately hold the auxiliary fuel pump switch in the HIGH position until the airplane is well clear of obstacles. Upon reaching a safe altitude, and reducing power to cruise settings, placing the switch in the LOW position will then provide sufficient fuel flow to maintain engine operation while maneuvering for a landing. If an engine-driven fuel pump failure occurs during cruising flight, apply full rich mixture and hold the auxiliary fuel pump switch in the HIGH position to re-establish fuel flow. Then the LOW position of the fuel pump switch may be used to sustain level flight. If necessary, additional fuel flow is obtainable by holding the pump switch in the HIGH position. If either LOW or HIGH fuel pump switch positions results in rough engine operation, lean the mixture as required for smooth operation. LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil temper- ature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. ELECTRICAL POWER SUPPLY SYSTEM MAL- FUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to deter- mine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. For additional inforrnu.t.ion Oil spills and spin recovery, see the dis- cussion under SPINS in No rmu.l Prooodu rcs (Section 4). ROUGH ENGINE OPERATION OR LOSS OF POWER SPARK PLUG FOULING A slight engine roughness in fl il~hL ma.y be caused by one or more spark plugs becoming fouled by ou.r'bou or lead deposits. This may be verified by turning the ignition sw itoh momontar+ly from BOTH to either L or R position. An obvious po wor loss in single ignition opera- tion is evidence of spark plug or uuuruot.o trouble. Assuming that spark plugs are the more likely ca.uso. lna.u the mixture to the recom- mended lean setting for cruising flit','hf.. II' the problem does not clear up in several minutes, determine if a richor mixture setting will pro- duce smoother operation. If not, 1)I'()cel,d to the nearest airport for repairs using the BOTH position ()f 1.11(' igll ition switch unless extreme roughness dictates the use of a singl!, iguitiol1 position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning. Select different power settings and enrichen the m ixt.ure to determine if con- tinued operation on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. If ignition system malfunctions occur at high altitude and high power, as evidenced by roughness and possible backfiring on one or both magnetos, the power should be reduced as required. This condi- tion is an indication of excessive spark plug gaps which, in turn, causes arcing across the magneto points. 3-14 3-15 I SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R172K CESSNA MODEL R172K A damaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emer- gency and should be dealt with immodiuto ly. Electrical power mal- functions usually fall into two catefJ;ories: excessive rate of charge and insufficient rate of charge. TIw i'oJlowing paragraphs describe the recommended remedy for eacll ~;itu a.tion. EXCESSIVE RATE OF CHARGE After engine starting a.nrl lu.n.vv uluctrical usage at low engine speeds (such as extended t.axiilll':l tile battery condition will be low enough to accept abovc normal cllal"/';il1i.~during the initial part of a flight. However, after thirty m iuu tns or cruising flight, the ammeter should be indicating less than two uood le widths of charging current. If the charging rate were to ro m ai n above this value on a long flight, the battery would overheat and ov n.porn.tc the electrolyte at an exces- sive rate. Electronic oom ponunl.s ill t.lu: electrical system could be ad- versely affected by higher th a.u no rm a.l voltage if a faulty voltage regu- lator setting is causing the ovo roh a.rjrirur. To preclude these possibili- ties, an over-voltage sensor will a.uto rua.t.ica.ll.y shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 16 volts. 1\:;~;llllling that the rnalfunction was only momentary, an attempt should 1)(, mudo to reactivate the alternator system. To do this, turn both sides ill' 1.111' master switch off and then on again, If the problem no longer ex ist.~;,no rura.l alternator charging will resume and the warning light will go of!' Ir the light comes on again, a malfunction is confirmed. In this CV('IIL, I.IIU flight should be terminated and/ or the current drain on the bat.torv III i11 imized because the battery can supply the electrical sy st.arn [or olll.v a limited period of time. If the emergency occurs at night, power IIIW-;l, be conserved for later use of landing lights and flaps during ialidilll',". INSUFFICIENT RATE OF CHARGE If the ammeter indicates a contrnuous dic:cha.rge rate in flight, the alternator is not supplying power to the system and should be shut down since the alternator field circuit rnay be placing an unnecessary load on the system. All nonessential equipmout should be turned off and the flight terminated as soon as practical. 3-16 SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction . , , . . , . . , Speeds For Normal Operation 4-3 4-3 CHECKLIST PROCEDURES Preflight Inspection Cabin ..... Empennage Right Wing, Trailing Edge Right Wing Nose ....,..,. Left Wing . Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Engine Starting Engine Before Takeoff . . . Takeoff . 4-5 4-5 4-5 4-5 4-5 4-5 4-6 4-6 4-6 4-6 4-7 4-7 4-8 4-8 4-8 4-8 4-8 4-9 4-9 4-9 4-9 4-9 4-9 ,4-10 .4-10 .4-10 .4-10 Normal Takeoff Short Field Takeoff Enroute Climb . . . . Normal Climb .. Maximum Performance Climb Cruise Descent Before Landing Landing , ... Normal Landing Short Field Landing Balked Landing After Landing Securing Airplane AMPLIFIED PROCEDURES Starting Engine . , . , , ... 4-11 4-1 -------------1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K TABLE OF CONTENTS (Continued) Taxiing ... Before Takeoff Warm-Up Magneto Check Alternator Check Takeoff . Power Check . . Wing Flap Settings Crosswind Takeoff Enroute Climb . . . . Cruise . Leaning With A Cessna Economy Mixture Indicator (EGT) Stalls . Spins . Landing . Normal Landing Short Field Landing Crosswind Landing Balked Landing Cold Weather Operation Starting . Warm-Up In Flight Hot Weather Operation Noise Abatement 4-2 Page .4-13 . 4-13 .4-13 .4-13 .4-14 .4-14 .4-14 .4-14 . 4-15 .4-15 .4-16 .4-17 .4-18 .4-18 .4-20 .4-20 .4-20 .4-20 .4-21 .4-21 .4-21 .4-22 .4-22 .4-22 .4-22 CESSNA MODEL R172K SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the co~- duct of normal operation. Normal procedures associated with Optional Systems can be found in Section 9. SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maxi- mum weight of 2550 pounds and may be used for any lesser weight . However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used. Takeoff, Flaps Up: Normal Climb Out . . . . . . . . . . . . . . Short Field Takeoff, Flaps 10°, Speed at 50 Feet Enroute Climb, Flaps Up: Normal . Best Rate of Climb, Sea Level Best Rate of Climb, 10,000 Feet Best Angle of Climb, Sea Level Best Angle of Climb, 10,000 Feet Landing Approach: Normal Approach, Flaps Up Normal Approach, Flaps Full Down Short Field Approach, Flaps Full Down Balked Landing: Maximum Power, Flaps 20° . . . . . . Maximum Recommended Turbulent Air Penetration Speed: 2550 Lbs 2150 Lbs . 1750 Lbs . . . . . . . . . . . . . . . . Maximum Demonstrated Crosswind Velocity: Takeoff and Landing . . . . . . . . . . 75-85 KIAS 60 KIAS 85-95 KIAS 81 KIAS 76 KIAS 59 KIAS 65 KIAS 65-75 KIAS 60-70 KIAS 63 KIAS 55 KIAS 105 KIAS 96 KIAS 87 KIAS 20 KNOT~ 4-3 -1IIIIlII------WI\I, /'/1'" HiI/III"11 I '1';rHIN f\ 1\II 1111': l, I { 1',"/\ .••••. '·1':::::[1 1\ 1.1 II I I'; I, I i I' •• I '. CHECKLIST PROCEDURES 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 surfa- ces con ta.in no internal accumulations of ice or debris. Prior to WH flight, check that pitot heater (if installed) is warm to touch within 30 seconds with battery and pitot heat switches on. If night flight is planned, check opera- tion of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection 4-4 :.1';1 I I, III I I~ ( II ( 1\I :\ I. 1'1 i I II 'I'; I , I , I ii,,: . PREFLIGHT INSPECTION (I) CABIN (1) Co nf.ro] Wheel Lock -- REMOVE and STOW. (:~) [1-';11 i tion Switch -- OFF. (:3) Mast()!' Switch -- ON. (4) Fuel Quantity Indicators -- CHECK QUANTITY. (5) Master Switch -- OFF. (6) Fuel Shutoff Valve -- ON (push full in). (7) Fuel Selector Valve -- BOTH. (8) Trim Controls -- NEUTRAL. (9) Baggage Door -- CHECK for security, lock with key if child's seat is to be occupied. o EMPENNAGE (1) Rudder Gust Lock -- REMOVE. (2) Tail Tie-Down -- DISCONNECT. (3) Control Surfaces -- CHECK freedom of movement and security. @) RIGHT WING Trailing Edge (1) Aileron -- CHECK freedom of movement and security. @ RIGHT WING (1) Wing Tie-Down -- DISCONNECT. (2) Main Wheel Tire -- CHECKfor proper inflation. (3) Before first flight of the day and after each refueling, use saI?pler c.up and drain small quantity of fuel from fuel tank sump qUIck-dram valve to check for water, sediment, and proper fuel grade. (4) Fuel Quantity -- CHECK VISUALLY for desired level. (5) Fuel Filler Cap -- SECURE. @)NOSE (1) Static Source Openings (both sides of fuselage) __ CHECK for stoppage. (2) Propeller and Spinner -- CHECK for nicks, security and oil leaks. . 4-5 ~"~" ~~~~-:- -~:~-~~----=--==---------- ------ ---- ----- - .f>. J,. '""1•.... aq ~>-; CD f'" >-'" '"d >-; CD -. >-' § .,... H i:J u: 'd CD oe+,.... o i=I l--'. en.'-"" Ci')l.\:)c-t-~ ~'-'O'-" §' '"d:g w • >-; i'" •.... o aq i'"'dCD~ CD. 0 >-' f-' W CD 0 >-; ~ i'" >-; i=I 0 0. CD W 0 'd 'd •..•. 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Z 2. ro' >-; p wtJQ G) ~o~ m ~~~ ~ i:J l' CD , 0 in , 0 , tj::>i" , H' oW' ::r:o~ trlOtrl oZ~ ~ZO __ trl<: >-;Otrl (1) >-3' (1). 0.. o 8 oH, 8 o <: CD 8CD i:J .-+ i'":::: 0.. Ul CD o ~>-; •....M- ~ .....>-to o P'...,. ....- P: u: 8~() m » ."OJ r- - -z G') :r:""'i 2 en 1J m o""'i o 2 n :t: m o ;A: r- en""'i 1J :0 o o m C c: :0 m rJ) Q >-3 '"' z... ,, ) j ~o trl Jw ·w JZ ~~ $C":: at.=: _u: ::;.U: -" Z ~>•..... --J N ~ Z o ~ ~ ~ l' '"d ~ Ow QtIj ~Q e-j r- ~ :::0 :;2 w .•• '-',) (1) Main Wheel Tire -- CHECK for proper inflation. (2) Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper fuel grade. (3) Fuel Quantity -- CHECK VISUALLY for desired level. (4) Fuel Filler Cap -- SECURE. (]) LEFT WING Leading Edge (1) Pitot Tube Cover -- REMOVE and check opening for stoppage. (2) Fuel Tank Vent Opening -- CHECK for stoppage. (3) Stall Warning Opening -- CHECK for stoppage. To check the system, place a clean handkerchief over the vent opening and apply suction; a sound from the warning horn will confirm system opera- tion. (4) Wing Tie-Down -- .QISCONNECT. C!';SSNA MODEL R172K SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K SECTION 4 NORMAL PROCm>UJU}S (7) Cowl Flap -- OPEN (move lever inboard out of locking hole to reposition). (8) Circuit Breakers -- CHECK IN. STARTING ENGINE (1) Mixture -- RICH. (2) Propeller -- HIGH RPM. (3) Throttle - - CLOSED. (4) Master Switch -- ON. (5) Auxiliary Fuel Pump Switch -- HIGH. (6) Throttle -- ADVANCE to obtain 8-10 GPH fuel flow then return to CLOSED position. (7) Auxiliary Fuel Pump Switch -- OFF. (8) Propeller Area -- CLEAR. (9) Ignition Switch -- START (release to BOTH when engine starts). NOTE The engine should start in two to three revolutions. If it does not continue running, start again at step (3) above. If the" engine does not start, leave the auxiliary fuel pump switch off, set the mixture to idle cut-off, open the throttle, and crank until the engine fires (or for approxi- mately 15 seconds). If still unsuccessful, start again using the normal starting procedure after allowing the starter motor to cool. (10) Throttle -- 800 to 1000 RPM. (11) Oil Pressure -- CHECK. BEFORE TAKEOFF (1) Parking Brake -- SET. (2) Cabin Doors -- CLOSED and LOCKED. (3) Flight Controls -- FREE and CORRECT. (4) Flight Instruments -- SET. (5) Fuel Selector Valve -- BOTH. (6) Elevator and Rudder Trim -- SET. (7) Throttle -- 1800 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos). 4-7 (3) Landing Lights -- CHECK for condition and cleanliness. (4) Nose Wheel Strut and Tire -- CHECK for proper inflation. (5) Nose Tie-Down -- DISCONNECT. (6) Engine Oil Level -- CHECK. Do not operate with less than six quarts. Fill to eight quarts for extended flight. . (7) Before first flight of the day and after each refuelmg, p~ll out strainer drain knob for about four seconds to clear fuel stramer of possible water and sediment. Check strainer drain closed. If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, reservoir drain valve and fuel selector drain plug will be necessary. ® LEFT WING I ® LEFT WING Trailing Edge (1) Aileron -- CHECK for freedom of movement and security. BEFORE STARTING ENGINE (1) Preflight Inspection -- COMPLETE. (2) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. (3) Fuel Shutoff Valve -- ON (push full in). (4) Fuel Selector Valve -- BOTH. (5) Radios, Autopilot (if installed), Electrical Equipment -- OFF. (6) Brakes -- TEST and SET. 4-6 '"1 1 '11,1,1,,,1,'111' ',,1',"] II,] 1/,",11 '11',,11 I, 'I!' , II, 1,":i"I!i"I,!I,I' " "II' il',! I, "j'I,III'1 1'1':' '1111]111 "11,'1,11:1]'11,11'111,, ',Iii ,II '!'I::,]']I'III, 1!",'III,II"il,1 lit I ~~I, li"llll' I 11,1,1"',1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K I I I I b. Propeller __ CYCLE from high to low RPM; return to high RPM (full in). c Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK (4.6 to 5.4 In.Hg.). (8) Radios -- SET. (9) Autopilot (if installed) -- C?FF. . . __ (10) Flashing Beacon, NavigatIOn LIghts and/or Strobe LIghts ON as required. (11) Throttle Friction Lock -- ADJUST. TAKEOFF NORMAL TAKEOFF Wing Flaps -- 0° - 10° (10° preferred). Power __FULL THROTTLE and 2600 RPM. Mixture __LEAN for field elevation per fuel flow placard. Elevator Control -- LIFT NOSE WHEEL at 55 KIAS. Climb Speed -- 75-85 KIAS. SECTION 4 NORMAL PROCEDURES MAXIMUM PERFORMANCE CLIMB (1) Airspeed -- 81 KIAS at sea level to 76 KIAS at 10,000 feet. (2) Power -- FULL THROTTLE and 2600 RPM. (3) Fuel Selector Valve -- BOTH. (4) Mixture -- LEAN for altitude per fuel flow placard. (5) Cowl Flap -- OPEN. CRUISE (1) Power -- 15-25 INCHES Hg, 2200-2600 RPM (no more than 80% power). (2) Elevator and Rudder Trim -- ADJUST. (3) Mixture -- LEAN for cruise fuel flow using the EGT gage, Cess- na Power Computer or the data in Section 5. (4) Cowl Flap -- CLOSED. DESCENT (1) Power -- AS DESIRED. (2) Mixture -- ENRICHEN as required for engine smoothness. (3) Cowl flap -- CLOSED. BEFORE LANDING (1) Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK. (2) Fuel Selector Valve -- BOTH. (3) Propeller -- HIGH RPM. (~ Cowlnap--CLOSED. LANDING NORMAL LANDING (1) Airspeed -- 65-75 KIAS (flaps UP). (2) Wing Flaps -- AS DESIRED (below 85 KIAS). (3) Airspeed -- 60-70 KIAS (flaps DOWN). (4) Elevator and Rudder Trim -- ADJUST. 4-9 (1) (2) (3) (4) (5) SHORT FIELD TAKEOFF Wing Flaps -- 10°. Brakes -- APPLY. Power -- FULL THROTTLE and 2600 RPM. Mixture __LEAN for field elevation per fuel flow placard. Brakes -- RELEASE. Elevator Control -- MAINTAIN SLIGHTLY TAIL-LOW ATTI- (1) (2) (3) (4) (5) (6) TUDE. (7) Climb Speed -- 60 KIAS (until all obstacles are cleared). (8) Wing Flaps -- RETRACT after obstacles are cleared. ENROUTE CUMB NORMAL CLIMB (1) Airspeed -- 85-95 KIAS (2) power -- FULL THROTTLE and 2600 RPM (3) Fuel Selector Valve -- BOTH. (4) Mixture -- LEAN for altitude per fuel flow placard. (5) Cowl Flap -- OPEN as required. 4-8 I SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K Touchdown -- MAIN WHEELS FIRST. Landing Roll -- LOWER NOSE WHEEL GENTLY. Braking -- MINIMUM REQUIRED. (5) (6) (7) SHORT FIELD LANDING (1) (2) (3) (4) (5) (6) (7) (8) Airspeed -- 65-75 KIAS (flaps UP). Wing Flaps -- FULL DOWN (below 85 KIAS). Airspeed -- MAINTAIN 63 KIAS. Elevator and Rudder Trim -- ADJUST. Power -- REDUCE TO IDLE as obstacle is cleared. Touchdown -- MAIN WHEELS FIRST. Brakes -- APPLY HEAVILY. . Wing Flaps -- RETRACT for maximum brake effectIveness. SI';CTION 4 NOHMI\!, 1)1{()~II;DUImS AMPLIFIED PROCEDURES STARTING ENGINE Proper fuel management and throttle adjustments are the determin- ing factors in securing an easy start from your continuous-flow fuel- injection engine. The procedure outlined in this section should be fol- lowed closely as it is effective under nearly all operating conditions. Conventional full rich mixture and high RPM propeller settings are used for starting; the throttle, however, should be fully closed initially. When ready to start, place the auxiliary fuel pump switch in the HIGH position and advance the throttle to obtain 8-10 gal/hr fuel flow. Then close the throttle and release the auxiliary fuel pump switch. Place the ignition switch in the START position. While cranking, slowly ad- vance the throttle until the engine starts. Slow throttle advancement is essential since the engine will start readily when the correct fuel! air ratio is obtained. When the engine has started, reset the throttle to the desired idle speed (800-1000 RPM). The continuous-flow fuel injection system will inject atomized fuel in the intake ports as soon as the throttle and mixture controls are opened and the auxiliary fuel pump is turned on. If the auxiliary pump is turned on accidenta.Ily while the engine is stopped, with the throttle open and the mixture rich, solid fuel will collect temporarily in the cylinder intake ports, the quantity depending on the amount of the throttle opening and the length of time the pump has been operating. If this happens, it is advisable to wait a few minutes until this fuel drains away before starting the engine. To avoid flooding, turn the auxiliary fuel pump switch off promptly when the fuel flow reaches 10 gal/hr during preparation for engine start. BALKED LANDING (1) (2) (3) (4) (5) Power -- FULL THROTTLE and 2600 RPM. Wing Flaps -- RETRACT to 20°. Airspeed -- 55 KIAS. . Wing Flaps -- RETRACT slowly after reachmg 65 KIAS. Cowl Flap -- OPEN. Engine mis-starts characterized by weak, intermittent firing fol- lowed by puffs of black smoke from the exhaust are caused by over- priming or flooding. This situation is more apt to develop in hot weather, or when the engine is hot. If it occurs, repeat the starting routine with the throttle approximately 1/2 open, the mixture in idle cut-off and the auxiliary fuel pump switch off. As the engine fires, move the mixture control to full rich and decrease the throttle to idle. Engine mis-starts characterized by sufficient power to take the en- gine away from the starter but dying in 3 to 5 revolutions are the result of an excessively lean mixture after the start and can occur in warm or cold temperatures. Repeat the starting procedure but allow additional priming time with the auxiliary fuel pump switch on HIGH before cranking is started. If extremely hot temperatures have caused vapor which prevents a start, it will be necessary to hold the auxiliary fuel 4-11 AFTER LANDING (1) Wing Flaps -- RETRACT. (2) Cowl Flap -- OPEN. SECURING AIRPLANE (1) (2) (3) (4) (5) (6) (7) (8) Parking Brake -- SET.. . . OFF Radios, Autopilot (if installed), Electncal EqUlpment -- . Throttle -- ID LE. Mixture -- IDLE CUT-OFF (pull full out). Ignition Switch -- OFF. Master Switch -- OFF. Control Lock -- INSTALL. Fuel Selector Valve -- RIGHT. 4-10 -.----------...0!11 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K CI'~SSNA MODEL R172K SECTION 4 NORMAL I'ltOCI';l)UHES .• pump switch in the HIGH position for 5 to 10 seconds 01' more to rlll~;ll the vapor through the fuel lines until the fuel flow reaches 10 gal / h r. Then turn off the pump and proceed with normal starting procedu res. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. After starting, if the oil pressure gage does not begin to show pres- sure within 30 seconds in normal temperatures and 60 seconds in very cold weather, shut off the engine and investigate. Lack of oil pressure can cause serious engine damage. NOTE Additional details concerning cold weather starting and operation may be found under Cold Weather Oper- ation paragraphs in this section. TAXIING When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxiing Diagram, figure 4-2) to maintain directional control and balance. BEFORE TAKEOFF WARM-UP CODE Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full throttle checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. WIND DIRECTION • MAGNETO CHECK NOTE The magneto check should be made at 1800 RPM as follows. Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to L position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speed will usually confirm whether a deficiency exists. Strong quartering tail winds require cau~ion. Avoid sudden bursts of the throttle and sharp brakmg when the airplane is in this attitude. U.se the steerable nose wheel and rudder to ma.irrtam direction. Figure 4-2. Taxiing Diagram 4-13 4-12 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K SJ<;cTi~ NOHMAL PHOCI<;nURI-. • An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flight where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system mo- mentarily (3 to 5 seconds) with the landing light during the engine runup (1800 RPM). The ammeter will remain within a needle width of the initial reading if the alternator and voltage regulator are operating properly. TAKEOFF ('I(~ bv approximately 5 percent. If 10° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and a safe flap retraction speed of 70 KIAS is reached. To clear an obstacle with wing flaps 10°, an obstacle clearance speed of 60 KIAS should be used. . Soft field takeoffs can be performed with 15° flaps by lifting the airpl ane off the ground as soon as practical in a slightly tail-low atti- tude. If no obstacles are ahead, the airplane should be leveled off im- ~ediat~ly to accelerate to a safer climb speed. When departing a soft f'ield with an aft c.g. loading, the elevator trim should be adjusted to- wards the nose down direction to give comfortable control wheel forces during the initial climb. Flap deflections greater than 15° are not ap- proved for takeoff. With wing flaps retracted and no obstructions ahead a takeoff climb-out speed of 75-85 KIAS would be most efficient. ' CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. ENROUTE CLIMB Normal climbs are performed at 85-95 KIAS with flaps up and maximum power for the best combination of engine cooling, rate of climb and forward visibility. The mixture should be leaned in accordance with the fuel flow placard. If it is necessary to climb rapidly to clear mountains or reach favorable winds or better weather at high altitudes, the best rate-of- climb speed should be used. This speed is 81 KIAS at sea level, decreasing to 76 KIAS at 10,000 feet. Maximum power should be used and the mixture should be leaned according to the fuel flow placard. If an obstruction ahead requires a steep climb angle, a best angle- of-?hmb sp~ed should be used with flaps up and maximum power. ThIS speed IS 59 KIAS at sea level, increasing to 65 KIAS at 10,000 feet. 4-15 POWER CHECK It is important to check full-throttle engine operation early in the takeoff run. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. Full-throttle runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before takeoff RPM is developed, and the grav- el will be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades they should be corrected immediately as described in Section 8 under Propeller Care. For maximum engine power, the mixture should be adjusted during the initial takeoff roll to the fuel flow corresponding to the field elevation. (Refer to the fuel flow placard located adjacent to the fuel flow indicator). The power increase is significant above 3000 feet and this procedure should always be employed for field elevations greater than 5000 feet above sea level. After full throttle is applied, adjust the throttle friction lock clock- wise to prevent the throttle from creeping back from a maximum power position. Similar friction lock adjustment should be made as required in other flight conditions to maintain a fixed throttle setting. WING FLAP SETTINGS Normal takeoffs are accomplished with wing flaps 0°_ 10°. Using 100 wing flaps reduces the ground run and total distance over an obsta- 4-14 /~ECTION 4 . / NORMAL PROCEDURES 1/ CRUISE CESSNA MODEL R172K ( ~II;HHNA M()!)L~L H172K SECTIO~ NOHMAL PROCEDUHES Normal cruising is performed between 60% and 80% power. The engine RPM and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5. NOTE Cruising should be done at 80% power until a total of 50 hours has accumulated or oil consumption has sta- bilized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in ser- vice following cylindcr replacement or top overhaul of one or more cylinders. The Cruise Performance Table, figure 4-3, illustrates the advantage of higher altitude on both true airspeed and nautical miles per gallon. In addition, the beneficial effect of lower cruise power on nautical miles per gallon at a given altitude can be observed. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant fac- tors that should be considered on every trip to reduce fuel consumption. For reduced noise levels. it is desirable to select the lowest RPM in the green arc range for a gi.ven percent power that will provide smooth engine operation. The cowl fht.p should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal operating range (green are). -- -----------,------- 80% POWEH -- ALTITUDE KTAS NMPG K n~,""~ 1---' 3000 Feet 126 11.2 1 6000 Feet 130 11.5 9000 Feet - - - - - - Standard Conditions % POWER 60% POWER ,0'_,-'.- J NMPG KTAS NMPG - 12.0 110 '12.9 12.3 112 13.1 12.6 114 13.3 Zero Wind 1·'01' best fuel economy at 70% power or less, the engine may be operated at one gallon per hour leaner than shown 'in this handbook and on the power computer. This will result in approximately 8% greater range than shown in this handbook accompanied by approxi- mately a 4 knot decrease in speed. The. f,:e1 injection system employed on this engine is considered to ?e non-icmg, In the event that unusual conditions cause the intake air filter to become clogged or iced over, an alternate intake air valve opens automatically for the most efficient use of either normal or alter- nate air depending on the amount of filter blockage. LEANING WITH A CESSNA ECONOMY MiXTURE INDICATOR (EGT) Exhaust gas temperature (EGT) as shown on the optional Cessna ~conom~ Mix:ture Indicator may be used as an aid for mixture leaning m. cr~.lls~ng fIight at 80% p0",'ler or less. To adjust the mixture, using th is mdl?ator, lean to estabh.sh the peak EGT as a reference point and then ennchen the mixture by a desired increment based on figure 4-4. Continu?us operation at peak EGT is authorized only at 70% power or less. ThIS best economy mixture setting results in approximately 8% greater range than shown in this handbook accompanied by approx- Imately a 4 knot decrease in speed. NOTE Operation on the lean side of peak EGT is not approved. When leaning the mixture, if a distinct peak is not obtained, use the corresponding maximum EGT as a reference point for enrichening the m:xture to the desired cruise setting. Any change in altitude or power Will requrre a recheck of the EGT indication. MIXTURE EXHAUST GAS DESCRIPTiON TEMPERATURE ....- ---,---- •.--~.....-....--- RECOMMENDED LEAN (Pilots Operating Handbook 50°F Rich of Peak EGT and Power Computer) BEST ECONOMY (70% Power or Less) Peak EGT Figure 4-4. EGT Table 4-17 I 70 TA::- 19 122 125 Figure 4-3. Cruise Performance Table 4-16 II ~ECTION 4 , / ~ORMAL PROCEDURES I I STAllS The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Power off stall speeds at maximum weight for both forward and aft c.g. are presented in Section 5. CESSNA MODEL R172K SPINS Intentional spins are approved in this airplane with~n certain res- tricted loadings. Spins with baggage loadings or oooup ied rear seat(s) are not approved. However, before attempting to perform spins several items should be carefully considered to assure a safe flight. No spins shou.ld be attempted without first having received dual instruction both m S~l~ entries and spin recoveries from a qualified instructor who IS Iarml.iar with the spin characteristics of the Cessna R172K. The cabin should be clean and all loose equipment (including the microphone and rear seat belts) should be stowed or. se~ured. For a solo flight in which spins will be conducted, the oopi lot s seat belt and shoulder harness should also be secured. The seat be~ts and. shoulder harnesses should be adjusted to provide proper restramt durmg all anticipated flight conditions. However, care should be taken to en~ure that the pilot can easily reach the flight controls and produce maxi- mum control travels. It is recommended that, where feasible, entries be accomplished at high enough altitude that reeoveries are co~pleted 4000 feet or more above ground level. At least 1000 feet of altItude loss s~ould be al- lowed for a 1- turn spin and recovery, whi le a 6- turn spm and recovery may require somewhat more than twice that amount. For example, the recommended entry altitude for a 6- turn spin would be 6000 feet ab~ve ground level. In any case, entries should be planned so that rocovcr ies are completed well above the minimum 1500 feet above ground level required by FAR 91.71. Another r~ason ~o~ using hig~ altitud.es for practicing spins is that a greater f'iel.d of VIew IS provided WhICh wi ll assist in maintaining pilot orientation. The normal entry is made from a power-off stall. As the stall is approached, the elevator control. should be s~oothl~, pulled to the ful~ aft position. Just prior to reachmg the stall break, rudder control m the desired direction of the spin rotation should be appl ied so that full rudder deflection is reached almost simultaneously with reaching full 4-18 ( ~I':SSNA M()I)}';L R172K SECTION 4 NORMAL PROCEDUR}';S aft elevator. A slightly greater rate of deceleration than for normal stall entries, application of ailerons in the direction of the desired spin, and the use of power at the entry will assure more consistent and posi- tive entries to the spin. As the airplane begins to spin, reduce the power to idle and return the ailerons to neutral. Both elevator and rudder controls should be held full with the spin until the spin recov- ery is initiated. An inadvertent relaxation of either of these controls could result in the development of a nose-down spiral. For the purpose of training in spins and spin recoveries, a 1 or 2- turn spin is adequate and should be used. Up to 2 turns, the spin will progress to a fairly rapid rate of rotation and a steep attitude. Applica- tion of recovery controls will produce prompt recoveries (within 1/4 turn). During extended spins of two to three turns or more, the spin will tend to change into a spiral, particularly to the right. This will be accompanied by an increase in airspeed and gravity loads on the air- plane. If this occurs, recovery should be accomplished quickly by le- veling the wings and recovering from the resulting dive. Regardless of how many turns the spin is held or how it is entered, the following recovery technique should be used: (1) VERIFY THAT THROTTLE IS IN IDLE POSITION AND AI- LERONS ARE NEUTRAL. (2) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DI- RECTION OF ROTATION. (3) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. (4) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. (5) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. Variation in basic airplane rigging or in weight and balance due to installed equipment or right seat ocupancy can cause differences in behavior, particularly in extended spins. These differences are normal and will result in variations in the spin characteristics and in the spi- raling tendencies for spins of more than 2 turns. However, the recov- e.ry technique should always be used and will result in the most expedi- tIOUS recovery from any spin. 4-19 -'~~~"""- O·'ii'j.,~-' ----- I SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K CI';SSNA MODF.JLR172K j Intentional spins with flaps extended are prohib~ted, since the high speeds which may occur during recovery are potentIally damagrng to the flap/wing structure. LANDING NORMAL LAi'\lDING Normal landing approaches can be made with power-on or power- off at speeds of 65-75 KIAS with flaps up, and 60-70 KIAS v:'lth flaps down. Surface winds and air turbulence are usually the prrmary fac- tors in determining the most comfortable approach speeds. Steep slips should be avoided with flap settings greater than 20° due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings. Actual touchdown should be made with power-off and on the main wheels first to reduce the landing speed and subsequent need for brak- ing in the landing roll. The nose wheel is lowered to the runway gent- ly after the speed has diminished to avoid unnecessary nose gea.r loads. This procedure is especially important in rough or soft held landings. SHORT FIELD LANDING For a short field landing in smooth air conditions. make an approach at 63 KIAS with full flaps using enough power to control the glide path. (Slightly higher approach speeds should be used under turb~lent air conditions.) After all approach obstacles are cleared, progressively reduce power and maintain the approach speed by lowering the nose of the airplane. Touchdown should be made with power off and on the main wheels first. Immediately after touchdown. lower the nose wheel and apply heavy braking as required. For maximum brake effective- ness, retract the flaps, hold the control wheel full back, and apply max- imum brake pressure without slidrng the tires. CROSSWIND LANDiNG When landing in a strong crosswind, use the minimum flap setting required for the field length. If flap settings greater than 20° .are used in sideslips with full rudder deflection, some elevator oscfl la.tron may be felt at normal approach speeds. However, this does not affect co~- trol of the airplane. Although the crab or combination method of dnft correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. 4-20 SECTION 4 NORMAL PROCEDUrU';S BALKED LANDiNG In a balked landing (go-around) climb, reduce the wing flap setting to 20° immediately after full power is applied and maintain 55 KIAS until immediate obstacles are cleared. Then slowly retract the wing flaps after accelerating to an airspeed of 65 KIAS. If obstacles must be cleared during the go-around climb, leave the wing flaps in the 10° to 20° range and maintain 55 KIAS until the obstacles are cleared. Lean the mixture according to the fuel flow placard. After clearing any obstacles, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb speed of 85-95 KIAS. COLD WEATHER OPERATION STARTING Prior to starting on a cold morning, it is advisable to pull the pro- peller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. NOTE When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire. Starting can be expedited by switching the auxiliary fuel pump to HIGH position and advancing the throttle for a fuel flow of 8-10 gal./hr. for 3 to 6 seconds. In extremely cold (-18°C and lower) weather, the use of an external preheater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to startirig in ex- tremely cold temperatures. When using an external power source. the position of the master switch is important. Refer to Section 7 under Ground Service Plug Receptacle for operating details. For quick, smooth engine starts in very cold temperatures, use six strokes of the manual primer before cranking, with an additional one or two strokes as the engine starts. SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K Cl':SSNA MODEL R172K SECTIO~ NORMAL PROCEDURES WARM-UP In very cold weather, no oil temperature indication need be appar- ent before takeoff. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), with cylinder head temperatures showing above 200°F, the engine is ready for takeoff if it accelerates smoothly and the oil pres- sure is normal and steady. ' IN FLIGHT During let-down, observe engine temperatures closely and carry sufficient power to maintain them in the recommended operating range. HOT WEATHER OPERATION Refer to the general warm temperature starting information under Starting Engine in this section. Avoid prolonged engine operation on the ground. NOISE ABATEMENT Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public. We, as pilots, can demonstrate our concern for environmental im- provement, by application of the following suggested procedures, and thereby tend to build public support for aviation: (1) Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than 2,000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations. (2) During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid pro- longed flight at low altitude near noise-sensitive areas. NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances 4-22 or ~nstructions, or where, in the pilot's judgement, an al titude of less than 2,000 feet is necessary for him to adequately exercise his duty to see and avoid other air- craft. ~he certif~cate~ noise level for the Model R172K at 2550 pounds maximum wel~ht.IS 74.S d,s\A). ~o determination has been made by the Federal AVIatIOn Admintstration that the noise levels of this air- plane are or should be acceptable or unacceptable for operation at into or out of, any airport. ' , 4-23/ (4-24 blank) J 5-1/(5-2 blank) CI<;SSNA MODEL R172K SECT\ PERFORMA\ SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . . . . . . . Use of Performance Charts Sample Problem Takeoff Cruise .... Fuel Required Landing ... Figure 5-1, Airspeed Calibration - Normal Static Source Airspeed Calibration - Alternate Static Source Figure 5-2, Temperature Conversion Chart Figure 5-3, Stall Speeds . Figure 5-4, Takeoff Distance - 2550 Lbs . . . . . . Takeoff Distance - 2400 Lbs and 2200 Lbs Figure 5-5. Rate of Climb - Maximum . . . . . . . Figure 5-6, Time, Fuel, and Distance to Climb - Maximum Rate of Climb . . . . . . . . . . . . . . Time, Fuel, and Distance to Climb - Normal Climb Figure 5-7, Cruise Performance - 2000 Feet Cruise Performance - 4000 Feet Cruise Performance - 6000 Feet Cruise Performance - 8000 Feet Cruise Performance - 10,000 Feet Cruise Performance - 12,000 Feet Figure 5-8, Range Profile . . . Figure 5-9, Endurance Profile Figure 5-10, Landing Distance \ Page 5-3 5-3 5-4 5-4 5-5 5-6 5-7 5-8 5-9 .5-10 .5-11 .5-12 .5-13 .5-14 .5-15 .5-16 .5-17 .5-18 .5-19 .5-20 .5-21 .5-22 .5-23 .5-24 .5-25 (:I<;SSNA MODEL R172K SF,;C'l\ PERFORM)\\ INTRODUCTION Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45% power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, en- gine and propeller condition, and air turbulence may account for varia- tions of 10% or more in range and endurance. Therefore, it is impor- tant to utilize all available information to estimate the fuel required for the particular flight. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus- trate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasona- ble accuracy. 5-3 SECTION 5 PERFORMANCE CESSNA MODEL R172K CI';SSNA MODEL R172K SECTION ;, PERFORMANCl'; SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typi- cal flight. The following information is known: AIRPLANE CONFIGURATION Takeoff weight Usable fuel 2500 Pounds 49 Gallons This results in the following distances, corrected for wind: Ground roll, zero wind Decrease in ground roll (1070feet x 13%) Corrected ground roll 1070 TAKEOFF CONDITIONS Field pressure altitude Temperature Wind component along runway Field length 1500 Feet 28°C (16°C above standard) 12 Knot Headwind 3500 Feet ~931 Feet Total distance to clear a 50-foot obstacle, zero wind Decrease in total distance (1820feet x 13%) Corrected total- distance to clear a 50-foot obstacle 1820 1583Feet CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute 445 Nautical Miles 5500 Feet 20°C (16°C above standard) 10 Knot Headwind CRUISE The cruising altitude should be selected based on a consideration of trip length, winds aloft, and the airplane's performance. A cruising altitude and the expected wind enroute have been given for this sample problem. However, the power setting selection for cruise must be de- termined based on several considerations. These include the cruise performance characteristics presented in figure 5-7, the range profile. chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9. The relationship between power and range is illustrated by the range profile chart. Considerable fuel savings and longer range result when lower power settings are used. The range profile chart indicates that use of 70% power at 5500feet yields a predicted range of 512 nautical miles with no wind. The endur- ance profile chart, figure 5-9,shows a corresponding 4.2hours. Using this information, the estimated distance can be determined for the expected 10 knot headwind at 5500 feet as follows: Range, zero wind Decrease in range due to wind (4.2 hours x 10 knot headwind) Corrected range 512 LANDING CONDITIONS Field pressure altitude Temperature Field length 2000 Feet 25°C 3000 Feet .sa 470 Nautical Miles This indicates that the trip can be made without a fuel stop using ap- proximately 70% power. 5-5 TAKEOFF The takeoff distance chart, figure 5-4, should be consulted, keeping in mind that the distances shown are based on the short field tech- nique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For ex- ample, in this particular sample problem, the takeoff distance informa- tion presented for a weight of 2550 pounds, pressure altitude of 2000feet and a temperature of 30°C should be used and results in the following: Ground roll Total distance to clear a 50-foot obstacle 1070Feet 1820Feet 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 Knots gKnots x 10% =13%Decrease 5-4 SECTION 5 PERFORMANCE CESSNA MODEL R172K Cl'~SSNA MODELR172K SECTION 5 PERFORMANCE The cruise performance chart for 6000feet pressure altitude is en- tered using 200 C above standard temperature. These values most nearly correspond to the planned altitude and expected temperature conditions. The power setting chosen is 2500 RPM and 22 inches of manifold pressure, which results in the following: Power True airspeed Cruise fuel flow 70% 124 Knots 9.9 GPH With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 124 -10 114 Knots Therefore, the time required for the cruise portion of the trip is: 433Nautical Miles - 38 H 114 Knots -. ours The fuel required for cruise is: 3.8 hours x 9.9 gallons/hour = 37.6 Gallons The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Total fuel required 1.4 1.7 !IT&. 40.7 Gallons The power computer may be used to determine power and fuel con- sumption more accurately during the flight. FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample prob- lem, figure 5-6 shows that a normal climb from 2000feet to 6000feet requires 1.5 gallons of