PILOT'S OPERATING HANDBOOK - Hawk XP

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. 2-7 SECTION 2 LIMITATIONS CESSNA :MODEL R172K In the utility category the bag drear seat t t b . ' gage compartment an mus no e occupied. No aerobati roved except those listed below: c maneuvers are app MANEUVER Chandelles . Lazy Eights Steep Turns Spins ... Stalls (Except Whip Stalls) RECOMMENDED ENTRY SPEED* 110 knots 110 knots 105 knots : Sl~w· Deceleration . Slow Deceleration *Abrupt use of the controls is prohibited above 105 knots . Aerobatics that may impose high loads should not be attempted. T~e impo.rtant thi_ng to bear in mind in flight maneuvers is that the airp~ane is clean m 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 lbs.): *Flaps Up . . . . . +3.Sg, -1.52g '<Flaps Down . . . . . . . . . . . · · · · · · . . . +3.0g '<The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. UTILITY CATEGORY Flight Load Factors (Gross Weight - 2200 lbs.): *Flaps Up . . . . . . . . . · · · · · · · · · +4.4g, -1.76g *Flaps Down . . . . . . . . . · · · · · · · · · · · +3 .0g *The design load factors are 150% of the above, and in an cases, the structure meets or exceeds design loads. 2-8 .:... l CESSNA MODEL R172K SECTION 2 LIMITATIONS KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be ~quipped for night VFR and/ or IFR operations. FAR Part 91 estabhshes the . mm- imum required instrumentation and equipment for these. ope~at~ons. The reference to types of flight operations on the operatmg ~1m1tat1ons placard reflects equipment installed at the time of Airworthmess 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, pl~ce the fuel selector valve in either LEFT or RIGHT pos1t10n to prevent cross-feeding. 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 SECTION 2 LIMITATIONS CESSNA MODEL R172K In the utility category , the baggage compartment and rear seat must n?t be occupied. No aerobatic maneuvers are approved except those listed below: MANEUVER Chandelles . Lazy Eights Steep Turns Spins Stalls (Except Whip Stalls) RECOMMENDED ENTRY SPEED * 110 knots 110 knots 105 knots . Slow Deceleration . Slow Deceleration *Abru pt 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 Ei'light Load Factors (Gross Weight - 2550 lbs.): *Flaps Up . . . . . +3 .Sg, -1.52g *Flaps Down . . . . . . . . . . . . . . . . . . . . +3 .0g *The design load factors are 150% of the above , and in all cases , the structure meets or exceeds design loads . JTILITY CATEGORY ~light Load Factors (Gross Weight - 2200 lbs .): *Flaps Up · · · · · +4.4g, -1.76g *Flaps Down . . . . . . . . . . . . · · · · · · · . +3.0g *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. -8 :.. CESSNA MODEL R172K KINDS OF OPERATION LIMITS SECTION 2 LIMITATIONS The airplane is equipped ~or day VFR and may be equipped fo~ night VFR and/ or IFR operations. FAR. Part 91 establishes the. mm- . · d ·nstrumentation and equipment for these operat10ns. imum require i . · l " ·t t· The reference to types of flight operat10ns on the op~ratmg . imi a 10ns placard reflects equipment installed at the tune of Airworthmess 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, P~8'.ce the fuel selector valve in either LEFT or RIGHT posit10n to prevent cross-feeding. 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 SECTION 2 LIMIT A TIO NS CESSNA MODEL R172K PLACARDS The following information is displa d . th f rm of composite or indiv idual pla car ds . ye m e 0 (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 a~rp~an~ must be operated in compliance with the oper- atmg lunitat10ns as stated in the form of placards, markings , and manuals. ---------MAXIMUMS-------- Normal Category MANEUVERING SPEED (!AS) . 105 knots . GROSS WEIGHT . . . . . 2550 lbs . . Utility Category 105 knots 2200 lbs. FLIGHT LOAD FACTOR Flaps Up +3.8, -1.52 Flaps Down +3.0 . . . +4.4, -1.76 +3.0 Normal Category - No acrobatic maneuvers including spins approved. Utility Categor y - Baggage compartment and rear seat must not be occupied. ---. NO ACROBATIC MANEUVERS APPROVED - EXCEPT THOSE LISTED BELOW Maneuver Reem . Entry Speed Maneuver Reem. Entry Speed Chandelles . 110 knots Lazy Eights . . . . . 110 k,nots Steep Turns . . . . . 105 knots Spins . . . Slow Deceleration Stalls (except whip stalls) Slow Deceler ation 2-10 Altitude loss in stall recovery -- 160 feet. Abrupt use of controls prohibited above 105 knots. Spins Recover y: opposite rudder - forward elevator - neu- tralize co ntrol s. In tentional spins with flaps extended are prohibited . Flight into known icing co~ditio.ns prohibited . This a irpl ane is certified fo r the followii:i~ flight operations as of date of original airworthiness certificate: DA y _ NIGHT - VFR - IFR r CESSNA MODEL R172K SECTION 2 LIMITATIONS (2) Near flap indicator : A VOID SLIPS WITH FLAPS EXTENDED (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. (6) On control lock: CONTROL LOCK REMOVE BEFORE STARTING ENGINE . 2-11 SECTION 2 LIMITATIONS CESSNA MODEL R172K (7) In baggage compartment: 2-12 200 POUNDS MAXIMUM BAGGAGE OR 120 L FOR BS AUX SEAT PASSENGER WARD OF BAGGAGE DOOR LATCH 5 o POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 200 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA (8) Near manifold pressure/fuel flow gage: FUEL FLOW AT FULL THROTTLE SL 4000 FT 8000 FT 12000 FT 2600 RPM 16 GPH 14 GPH 12 GPH 10 GPH \') I l CESSNA MODEL R172K SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . . . . . Airspeeds For Emergency Operation 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 . . . . . . . Engine Failure Forced Landings AMPLIFIED PROCEDURES Page 3-3 . 3-3 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 3-8 3-8 3-8 3-8 3-8 . 3-9 . 3-10 3-1 SECTION 3 CESSNA MODEL R172K EMERGENCY PROCEDURES ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF (1) Airspeed -- 70 KIAS (flaps UP) 65 KIAS (flaps DOWN (2) Mixture -- IDLE CUT-OFF ). (3) Fuel Shutoff Valve __ OFF. (4) Ignition Switch __ OFF. (pull out). (5) Wing Flaps -- AS REQUIRED d) (6) Master Switch __ OFF. (full down recommende · ENGINE FAILURE DURING FLIGHT (1) Airspeed -- 75 KIAS. (2) Primer -- IN and LOCKED. (3) Fuel Shutoff Valve -- ON (push full · ) (4) Fuel Selector Valve -- BOTH. m · (5) Mixture - - RICH. (6) Throttle -- 1/2 OPEN. (7) Auxi~iary Fuel Pump -- LOW for 3-5 seconds then OFF. (8) Igmt10n Switch -- BOTH (or START if propeller is stopped). FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER (1) Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). (2) Seat Belts and Shoulder Harnesses -- SECURE. (3) Mixture -- IDLE CUT-OFF. (4') Fuel Shutoff Valve -- OFF. (5) All Switches (except master switch) -- OFF. (6) Wing Flaps -- AS REQUIRED (full down recommended). (7) Master Switch -- OFF. (8) Doors -- UNLATCH PRIOR TO TOUCHDOWN . (9) Touchdown -- SLIGHTLY TAIL LOW. (10) Brakes -- APPLY HEAVILY. PRECAUTIONARY LANDING WITH ENGINE POWER 3-4 (1) Seat Belts and Shoulder Harnesses -- SECURE. (2) Wing Flaps -- 20°. (3) Airspeed -- 65 KIAS. (4) Selected Field -- FLY OVER noting terrain and obstruct· ' . d . ions then retract flaps upon reaching a safe !J:ltitu e ~nd airspeed ' (5) All Switches (except master and igmt10n switches) __ OF.F l I CESSNA MODEL R172K SECTION 3 EMERGENCY PROCEDURES (6) Wing Flaps -- FULL DOWN (on final approach). (7) Airspeed -- 65 KIAS . (8) 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 -- TRANSMIT MAYDAY on 121.5 MHz , giving location and intentions. (2) Heavy Objects (in baggage area) -- SECURE or JETTISON. (3) Seat Belts and Shoulder Harnesses -- SECURE. (4) Wing Flaps -- 20° - 40°. (5) Power -- ESTABLISH 300 FT/MIN DESCENT at 55 KIAS. (6) Approach -- High Winds, Heavy Seas -- INTO THE WIND. Light Winds, Heavy Swells -- PARALLEL TO SWELLS NOTE If no power is available , approach at 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 . (10) 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 Extinguisher -- OBTAIN (have ground attendants obtain if not installed). (5) Airplane -- EVACUATE. (6) Fire -- EXTINGUISH. SECTION 3 CESSNA MODEL R172K EMERGENCY PROCEDURES NOTE If sufficient ground personnel are available (and fire is on groun~ and not too dangerous) move airplane away t fhromh th.e fire by pushing rearward on the leading edge of e onzontal stabilizer. (7) Fire D amage -- 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 Shu toff Valve -- OFF. (4) Master Switch -- OFF. (5) C~bin Heat and Air -- OFF (except overhead vents). (6) Airsp~ed -- 10? KIAS (If fire is not extinguished , increase glide sp.eed to fmd an airspeed which will provide an incombustible mixture). (7) Fo.rced Land~ng -- EXECUTE (as described in Emergency Land- mg Without Engme 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). !WARNING' 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) Radi?/Electri~al ~witches -.- 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 f . . 1 t 1 . . ire is comp e e y extmgmshed. CABIN FIRE (1) Master Switch -- OFF. 3-6 CESSNA MODEL R172K SECTION 3 EMERGENCY PROCEDURES (2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts). (3) Fire Extinguisher -- ACTIVATE (if available). !WARNING' After discharging an extinguisher within a closed cabin, ventilate the cabin. ( 4) Land the airplane as soon as possible to inspect for damage. WING FIRE (1) Navigation Light Switch -- OFF. (2) Strobe Light Switch (if installed) -- OFF. (3) Pitot Heat Switch (if installed) -- OFF. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible using flaps only as required for final approach and touchdown. ICING INADVERTENT ICING ENCOUNTER (1) Turn pitot heat switch ON (if installed). (2) Turn back or change altitude to obtain an outside air 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 SECTION 3 CESSNA MODEL R172K EMERGENCY PROCEDURES (10) Perform a landing · ·f for . d . . . . approach using a forward sllp, i necessary , improve visibility. (lal) Applrot~ch at 80 to 90 KIAS, depending upon the amount of the ccumu a ion. (12) Perform a landing in level att"t d i u e. STATIC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) ( 1) A~ternate Static Source Valve -- PULL ON ~~~ ~irs~eed -- Consult appropriate calibratio~ table in Section 5 or im ~n approac~ 3 knots faster than normal. (3) Altitude -- Crmse 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 FIRST, 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 again: (4) Flight -- TERMINATE as soon as possible. AMMETER SHOWS DISCHARGE 3-8 (1) Alternator -- OFF. (2) Nonessential Electrical Equipment -- OFF. (3) Flight -- TERMINATE as soon as practical. ·' .._ CESSNA MODEL R172K 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 180° gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the 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 restarted, a forced landing without power must be completed. 12,000 .----r-----.---r-----r---.-----....--..----r--.--,.,..,.,,..,.. }:.?'.-'.-}·:·::·· c:: 10,000 *PROPELLER WINDMILLING z <{ 8000 er: er: LU I- LU 6000 > 0 OJ <{ 4000 I- WEIGHT (LBS) KIAS I <2 2550 75 LU 2000 I 2150 69 1750 62 0 0 2 4 6 8 10 12 14 16 18 20 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide 3-9 - ---------- SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODEL R172K If all attempts to t imminent sel t ~es art .the engine fail and a forced landing is cussed in 'the ~~e~k~~ 1 ;~ble fiel.d and prepare for the landing as dis- s or engme-off emergency landings. Before attempting a " ff . ,, . . . able, one should dra thn ° ~irport landmg with engme power avail- inspect the terrai f g e landi?g area at a safe but low altitude to as discussed und: t~ c:struct~ons and surface conditions. proceeding checklist. r e recautwnary Landing With Engine Power Prepare for ditching b · ed in the baggage a ~ sec~rmg or jettisoning heavy objects locat- pants ' face at touchdrea an Tcollect folded coats for protection of occu- . . own. ransmit M d g1vmg location and intenti . ay ay :1'11essage on 121.5 MHz culty in judging height ons . Avoi d a la n dmg flare because of diffi- over a water surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight to · with flaps set to 200 by using th a~t:irsp e ed of approximately 65 KIAS do not change the elevator trim ~~nt e ~n d e~ev~tor trim control. Then by adjusting power exclusively. ro settmg, control the glide angle . At flareout, the nose-down moment resultin fr is an adverse factor and the airplane may hit o~ th~~ power reduction sequently, at flareout, the elevator trim control shouldo~e w~eel. Con- ward th~ full nose-up position and the power adjusted soe ad3usted ~o plane will rotate to the horizontal attitude for t hd that the air- throttle at touchdown. ouc own. Close the FIRES . Improper starting procedures involving the excessive us . iary f~el pump operation can cause engine flooding and subse of auxil- puddlmg of fuel on the parking ramp as the excess fuel d . equent board ~rom the intake ports . This is sometimes experienc~~I~s 0 .ve.r- starts 111 cold weather where preheat service is not av -1 b n difficult occurs, the airplane should be pushed away from the tit le. If this another engine start is attempted. Otherwise, there is~ ~~d?le .before raw fuel accumulations in the exhaust system igniting d p . sibihty of gme start, causing a long flame from the tailpipe and po ur.i::g 1:1-n en- the fuel puddle on the pavement. In the event th~t this ssi ly igniting in accor dance with the Fire During Start On Ground choccklu~s. proceed ec ist. 3-10 .,... I ll · 1 . '1' ~ f l CESSNA MODEL R172K SECTION 3 EMERGENCY PROCEDURES Although engine fires are extremely rare in flight, the steps of the a ppropriate 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 180° 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 reciprocal of the original heading . (4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. (5) Maintain altitude and airspeed by cautious application of eleva- tor control. Avoid overco ntrolling 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 a descent through a cloud d . If possible obtain radio cl eek to VFR conditions may be appropriate. clouds. T~ guard against :a;a~ce f~r an emergency descent through heading to minimize comp piral dive, choose an easterly or westerly gles . In addition, keep ha ~s card swings due to changing bank an- course with rudder controlnb s off tI:ie C~)Iltrol wheel and ~teer a straight Occasionally check the co Y monito~mg the turn coordmator. to hold an approximate compass headmg and make minor corrections up a stabilized let-down cour;.et.. Before descending into the clouds, set n l ion as follow s : (1) Reduce power to set u (2) Adjust the mixture P a 5 oo to 800 ft . /min. rate of descent. (3) Adjust the elevator as ~equired f~r smooth engine operation. 75 KIAS. an rudder trim for a stabilized descent at ( 4) Keep hands off control wheel. (5) Momtor turn coordinat d (6) Adjust rudder trim to ;oI· an make corrections by rudder alone. ent . e ieve un b alanced rudder force, if pres- (7) Check trend of compass card . · rections with rudder to stop turn . movement and make cautious cor- (8) Upon breaking out of 1 d c ou s, resume no r mal cruising flight. RECOVERY FROM A SPIRAL DIV E If a spiral is encountered, proceed as follows : (1) Close the throttle. (2~ Stop the turn by using coordinated aileron and rud ahfgn the symbolic airplane in the turn coordinator wit~e~hcohntrol to re erence line. e orizon (3) Cautiously apply elevator back pressure to slowly red h airspeed to 75 KIAS . uce t e (4) Adjust the elevator trim control to maintain a 75 KIAS . (5) ~eep han?s off the control wheel, using rudder control t glide. straight headmg. Use rudder trim to relieve unbalan d 0 hold a force , if present. ce rudder (~) Clear engine occasionally, but avoid using enough p disturb the trimmed glide. ower to (7) Upon breaking out of clouds, resume normal cruising fl'ight. FLIGHT IN ICING CONDITIONS . Intentional fli~ht into known icing conditions is prohibited . . air plane . Durmg mstrument flights, however, icing conditions in this encountered inadve.rtently and therefor~ so~e corrective action m_ay be required as shown m the checklists. Imtiat10n of a climb · win be is usually the 3-12 l l l r CESSNA MODEL R172K 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 1I SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R172K NOTE If disorientation precludes . . . direction of rotati a visual determmat10n of the coordinator or theon, the symbolic airplane in the turn needle of th t · d' t may be referred to f . . e urn and bank in ica or or this mformation. For additional information on . . cussion under SPINS in No 1 spms and spm recovery , see the dis- rma Procedures (Section 4). ROUGH ENGINE OPERATION OR LOSS OF POWER SPARK PLUG FOULING A slight engine roughness in fli ht m spark plugs becoming fouled by ca gb ayl be caused by one or more ' f' d r on or ead deposits Th . b ven 18 by turning the ignition ·t h . . is may e either L or R position An obvi swi c mof1entanly from BOTH to tion is evidence of sp~rk plug 0 ~~i;r:~~ t~~~~~~ingle ig~ition opera- spark plugs are the more likely cause lean the mix~~:~mmg that mended lean setting for cruising flight. If the roble o the recom- ~p m several minutes, determine if a richer mi~ture :t~~~s n?~ clear uce. smoo.ther operation. If not, proceed to the nearest air wi pro- repairs usmg the BOTH position of the ignition switch unl~ort for roughness dictates the use of a single ignition position. ss extreme MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually eviden f ma.gneto pro.blems. Switching from BOTH to either L or R i c~ .° switch posit10n will identify which magneto is malfunctioningmtion different power settmgs and enrichen the mixture to deter · g .. Select tinued operation on BOTH magnetos is practicable If n tmm~ if con- the good t · 0 • switch to magne o and proceed to the nearest airport for repairs. If ignition system malfunctions occur at high altitude and h . power, as evidenced by roughness and possible backfiring igh both t on one or . .magn.e os, t~e power should be reduced as required . This c . tio:q. is an ~ndicat10n of excessive spark plug gaps which, in turnondi- causes arcing across the magneto points. ' 3-14 r CESSNA MODEL R172K SECTION 3 EMERGENCY PROCEDURES 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 periodi c 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 a ltern a tor failures, although other factors could cause the problem . 3-15 SECTION 3 EMERGENCY PROCEDURES 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 immediately. Electrical power mal- functions usually fall into two categories: excessive rate of charge and insufficient rate of charge. The following paragraphs describe the recommended remedy for each situation. EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds (such as extended taxiing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an exces- sive rate. Electronic components in the electrical system could be ad- versely affected by higher than normal voltage if a faulty voltage regu- lator setting is causing the overcharging. To preclude these possibili- ties, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately 16 volts. Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off . If the light comes on again, a malfunction is confirmed. In this event, the flight should be terminated and/ or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time. If the emergency occurs at night, power must be conserved for later use of landing lights and flaps during landing. INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight , the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All nonessential equipment should be turned off and the flight terminated as soon as practical. 3-16 CESSNA MODEL R172K SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS .... . ... Introduction · · · · · · '. Speeds For Normal Operation CHECKLIST PROCEDURES Preflight Inspection Cabin · · · · Empennage · : . · · · · · Right Wing, Tra1lmg Edge Right Wing . Nose Left Wing · · · · · · · Left Wing, Leading Edge Left Wing, Trailing Edge Before Starting Engine Starting Engine Before Takeoff . · · · Takeoff · · · · · · · Normal Takeoff Short Field Takeoff Enroute Climb · · · · Normal Climb · · · · · .' · Maximum Performance Climb Cruise Descent Before Landing Landing · · · · · · Normal Landing Short Field Landing Balked Landing After Landing · · Securing Airplane Starting Engine AMPLIFIED p~OCEDURES Page 4-3 4-3 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 ... 4-11 4-1 . SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K TABLE OF CONTENTS (C . ontmued) Taxiing ..... Before Takeoff . . Warm - Up Magneto Check Alternator Check Takeoff .... . . Power Check Wing Flap Setti~g~ Crosswind Takeoff Enroute Climb Cruise . . . : : : : Leaning With A Ces~n~ E · · · · ·. · · · · . . . . . . . Stalls . . . . . . . . conomy Mixture In d icator (EGT) Spins ........ · · · Landing ....... : Normal Landing . . Short Field Landing Crosswind Landing Balked Landing . . Cold Weathe r O peration Starting ... . . . Warm-Up ... . In Flight ... . Hot Weather Operation Noi .~e Abatement .. ·'" c?·._ ! ·-~if_, .. ·~ 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 ,, .. _) "' I ... CESSNA MODEL R172K SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified proce.dures for the ~on 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 KNOTS 4-3 __ d S EC TION 5 PE R FORMA N CE CESSNA MODEL R172K TEMPERATURE CONVERSION CHART 120 100 80 6 0t:w :r: z w er: :r: <( 4 0 LL (/) w w er: ('.) w Cl 2 0 -20 4 ~4~o~~~~-~2~oit~~~o H3E§l£~2~o fffEEili4~o~~if ~60 DEGREES - CELS I US F ig ur e 5-2. Temperature Conversion Ch art '-10 ·r > CE S SNA MO D EL R172K S ECTION 5 PERF O RMANCE STALL SPEEDS CON DIT IONS: Power Off NOT ES : 1. M ax i mu m al ti t ude l os s during a stall r eco very may be as much as 160 feet . 2. KI AS values are appr oxi m ate. MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK WEIGHT FLAP LBS DEFLECTION oo 30° 45° 60° KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 49 53 53 57 58 63 69 75 2550 10° 41 50 44 54 49 59 58 71 40° 44 46 47 49 52 55 62 65 MOST FORWARD CENTER OF GRAVITY ANGLE OF BA N K WEIGHT FLAP LBS DEFLECT ION oo 30° 45° 60° KIAS KCAS KIAS KCAS KI AS KCAS KIAS KCAS UP 54 56 58 60 64 67 76 79 2550 10 0 43 51 46 55 51 61 61 72 40° 46 48 49 52 55 57 65 68 ) J F i gure 5-3. S tall Sp e ed s 5- 11 J "Ji '·· ~ JI \ ' TAKEOFF DISTANC E MAXIMUM WEIGHT 2550 LBS CONDITIONS: Flaps 10° 2600 RPM and Full Throttl e Prior to Brake Rel ease Mi x tur e Set at Pl aca rd Fu el Flow Cowl Fl ap Open Paved Level, Dry Runway Ze ro Wind NOTES : 1. Short f ield t echniqu e as specifi ed in Se c tion 4. I SHORT FIELD I 2. Decr ea se distances 10 % for ea ch 9 knots headwind . For operat ion wi t h t ail w inds up to 10 knots, incr ea se di stances by 10 % for each 2 knots. 3. For operati on on a dry, grass runway , increase distances by 15 % of the "ground roll" figure. TAKEOFF o0 c 10°c 20°c SPEED ' PRESS WEIGHT KIAS ALT TOTAL TOTAL TOTAL MI XTURE S ETTIN G PR ESS A LT GPH S.L. 16 2000 15 4000 14 6000 13 8000 12 3o0 c 40 °c TOTAL TOTAL LBS LIFT AT FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO C LEAR OFF 50 FT 2550 56 60 .., TAKEOFF WEIGHT SPEED KIAS LBS LIFT AT OFF 50 FT 24 00 54 58 2 200 52 56 .____ _ S.L. 1000 2000 3000 4000 5000 6000 7000 8000 ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 715 1225 770 1315 830 1410 895 780 1335 840 1435 905 1540 .975 855 1460 920 1570 995 1690 1070 935 1600 1010 1725 1090 1!360 1175 1025 1760 1110 1900 1195 2055 1290 1125 1945 1220 2105 1315 2280 1420 1240 2155 1340 2340 1450 2540 1565 1365 2405 1480 2615 1600 2850 1730 1510 2695 1635 2945 1770 3225 1915 Fi g ur e 5-4. Takeoff Distance (Sheet 1 of 2) TAKEOFF DISTANCE 2400 LBS AND 2200 LBS I SHORT FIELD I 50 FT OBS 1510 1655 1820 2005 2220 2470 2765 3115 3545 REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES . o 0 c 10°c 20°c 3o 0 c PRESS ALT TOTAL TOTAL TOTAL TOTAL FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS S.L. 620 1070 670 1145 720 1225 775 1315 1000 680 1165 730 1250 790 1340 845 1435 2000 740 1270 800 1365 860 1465 925 1575 3000 810 1390 875 1495 945 1605 1015 1730 4000 890 1520 960 1640 1035 1765 1115 1905 5000 975 1675 1055 1805 1135 1950 1225 2110 6000 1070 1850 1160 2000 1250 2165 1350 2345 7000 1180 2050 1275 2220 1380 2410 1490 2620 8000 1305 2280 1410 2480 1525 2700 1650 2950 S. L. 510 880 550 940 590 1005 635 107 5 1000 555 955 600 1025 645 1095 690 1175 2000 60 5 1040 655 1115 705 1195 755 1280 3000 660 1135 715 1215 770 1305 825 1400 4000 725 1240 780 1330 840 1430 905 1535 5000 795 1355 855 1460 925 1570 995 1690 6000 870 1490 940 1605 1015 1730 1095 1865 7000 955 1645 1035 1770 1115 1915 1205 2065 8000 1055 1815 1140 1965 1230 2125 1330 2300 F ig u re 5-4. T a k e off Distanc e (Sheet 2 of 2) ROLL 50 FT OBS 960 162 5 1050 ·1780 1150 1960 1265 2165 1390 2405 1530 2685 1690 3015 1870 3415 2075 3920 4o0 c TOTAL GRND TO CLEAR ROLL 50 FT OB S 835 1410 910 1540 995 1690 1095 1860 1200 2055 13 20 228 0 14 55 2540 1610 2850 1780 3225 680 11 50 740 1255 8 10 13 70 890 1500 975 16 50 1070 182 0 1175 2010 1295 2235 1430 2495 '1:1 (/) tr! tr! :;oo "Ij >-:l OH :;oO ~z :> CJ1 z 0 tr! ~ 0 tJ tr! 0 t" tr! :;o (/) ,.... (/) ~ z ::;:: :> ~o 0 tr! tJ (/) t;tj (/) t" z :;o :>,.... ...;i l.\? ::;:: ~ :;o "Ij 0 (fJ :;o t;tj ~o :>j zOoZ t;tj CJ1 l SECTION 5 PERFORMANCE CONDITIONS : Flaps Up 2600 RPM Full Throttle Mixture Set at Placard Fuel Flow Cowl Flap Open RA TE OF CLIMB [MAXIMUM CESSNA MODEL R172K MIXTURE SETTING PRESS ALT GPH S.L. 16 4000 14 8000 12 12,000 10 - WEIGHT PRESS CLIMB RATE OF CLIMB - FPM LBS 2550 I,,, - 14 ALT FT S.L. 2000 4000 6000 8000 10,000 12,000 SPEED KIAS -20°c o0 c 81 . 1040 945 80 925 830 79 810 720 78 695 615 77 585 505 76 480 400 75 370 295 Figure 5-5. Rate of Climb 20°c 40°c 845 750 740 650 635 545 530 445 425 345 320 - - - 220 - - - CESSNA MODEL R172K 7 SEC T ION 5 PERFORMANCE TIME, FUEL, ~ND DISTANCE TO CLIMB I MAXIMUM RATE OF CLIMB I CONDITIONS : flaps Up 2600 RPM Full Throttle Mixture Set at Placard Fuel Flow Cowl Flap Open Standa rd Temperature NOTES : MIXTURE SETTING PRESS ALT GPH S.L. 16 4000 14 8000 12 12,000 10 1. Add 1.4 gallons of fuel for engine st.art, taxi and takeoff allowance. 2. Increase time, fuel and distance by 10% for each 10°c above standard temperature. 3. Distances shown are based on zero wind. PRESSURE CLIMB RATE OF FROM SEA LEVEL WEIGHT ALTITUDE TEMP SPEED CLIMB LBS FT oc KIAS FPM TIME FUEL USED DISTANCE MIN GALLONS NM 2550 S. L. 15 81 870 0 0 0 1000 13 80 825 1 0.3 2 2000 11 80 780 2 0.6 3 3000 9 79 735 4 1.0 5 4000 7 79 690 5 1.3 7 5000 5 79 645 7 1.6 9 6000 3 78 600 8 2.0 11 7000 1 78 555 10 2.4 14 8000 - 1 77 510 12 2.7 16 9000 -3 77 465 14 3.2 19 10,000 - 5 76 420 16 3.6 23 11,000 -7 76 375 19 4.0 26 12 ,000 -9 75 330 22 4.5 31 Figure 5-6. Time, Fuel, and Distance to Climb ( Sheet 1 of 2) 5-15 r \ I SECTION 5 PERFORMANCE CE:SSNA MODEL R172K TIME, FUE,L, AND DISTANCE TO CLIMB CONDITIONS : Flaps Up 2600 RPM Full Throttle NORMAL CLIMB - Mixture Set at Placard Fuel Flow Cowl Flap Open Standard Temperature NOTES: KIAS . ] MIXTUR E SETTING PRESS ALT GPH S.L. 16 4000 14 8000 12 12,000 10 1. Add 1.4 gallons of f uel for· en gine start, taxi ;iro j takeoff allowance. 2. Increase time, fuel and di stance by 10 % for each 10°c above standard temperature. 3. Di stances shown are based on zero wind. PRESSURE RATE OF FROM SEA LEVEL WEIGHT ALTITUDE TEMP CLIMB LBS FT oc FPM TIME FUEL USED DISTANCE MIN GALLONS NM 2550 S. L. 15 860 0 0 0 I ; 1000 13 805 1 O} I 2 2000 11 755 3 0.6 4 3000 9 700 4 1.0 6 4000 7 645 5 1.3 8 5000 5 595 7 1.7 11 6000 3 540 9 2 .1 14 7000 1 485 11 2.5 17 8000 - 1 435 13 3.0 20 9000 -3 380 16 3.5 25 10,000 -5 325 18 4. 0 30 11 ,000 -7 275 22 4.6 36 ' 12,000 -9 220 26 5 .3 ( Figure 5-6. Time , Fuel, an d Distance to Climb (Sheet 2 of 2) -5-16 . CESSNA MODEL R172K CRUISE PERFORMANCE: PRESSURE ALTITUDE 2000 FEET CONDITIONS: 2550 Pounds Recommended Lean Mixture Cowl Flap Closed 20°c BELOW STANDARD TEMP _9oc % RPM MP KTAS GPH BHP 2600 24 - - - - - - - - - 23 78 122 11.1 22 . 73 118 10 .3 21 68 114 9.6 - 2500 25 - - - - - - - -- 24 80 122 11 .2 · ;r.j 75 J19 10.6 22 70 . 16 9.9 2400 25 79 122 11 .2 24 74 .119 10.5 23 70 ·i 16 9.9 22 65 1;;t 9.2 2300 25 74 119 10.5 24 70 116 9.9 23 • 65 112" 9.2 22 61 108 8.6- 2200 25 69 11 5 9.8 24 65 • 112 9.2 22 61 108 8.6 I 22- 57 104 8.1 21 52 99 7..6 20 48 94 7.0 19 44 88 6.5 NOTE For best fuel economy at 70% power or less, op- erate at 1 GPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed. STANDARD 20°c ABOVE . TEMPERATURE STANDARD TEMP 11°c 31°c % 01 KTAS GPH 10 KTAS . GPH BHP BHP 81 126 11.4 78 127 11.0 76 122 10.7 73 123 10.~ 71 119 10.0 68 119 o.8 65 114 9.3 63 114 I 9, 0 I 81 126 11.5 79 12? 11."I 77 123 10 .8 74 12(4 10 .5 72 120 10.2 70 120 9.9 67 l16 9.5 65 116 9.2 76 123 10 .8 74 123 10.4 72 . 120 10.2 69 12 0 9.8 . 67 116 9.5 65 116 9.2 63 . 112 8.9 61 112 8.6 72 119 10.1 69 120 9.8 67 116 9 .5 65 H6 9.2 63· 11? 8.9 61 I · 112 8.7 10 9 108 8 ~ 57 1.07 8.1 67 115 9.4 64 115 9.1 63 . 112. 8.9 61 ~111 8.6 I ~ --- ·;1lJ1l 8.~ ) 57 1) 7 8.1 102 55 - 103 / ,/j 53 7.6 51 98 7.3 49 S7 7.1 47 93 6.8 45 91 6.6 43 87 6.3 41 86 "'.2 ~J ._ ~ I F · g ure 5-7. Cruise Perforrnanc,£, (Sheet) / I / / / ( f~ I SECTION 5 _..;E PERFORMANr ) CESSNA MODEL R172K CRUISE PERFORMANCE PRESSURE ALTITUDE 4000 FEET CONDITIONS : 2550 Pounds Recommended Lean Mixture Cowl Flap Closed 20°c BELOW STANDARD TEMP -13°C RPM MP % KTAS BHP GPH 2600 23 81 126 11.5 22 76 122 10.8 J . 21 71 119 10.0 9 , \ 20 66 114 9.3 2500 '24 82 126 11 .6 {3 77 123 11 .0 22 73 120 10.3 21 68 116 9.6 2400 24 77 123 10.9 23 72 120 10.2 22 68 116 9.6 ® 63 112 8.9 2300 24 72 120 10.2 23 68 116 9.6 ~ 63 112 9.0 -· 21 59 108 8.4 2200 24 68 116 9.6 { 63 112 9.0 \ NOTE For best fuel economy at 70% power or less, op- erate at 1 GPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed. STANDARD 20°c ABOVE TEMPERATURE STANDARD TEMP 7°c 27°c % % KTAS GPH KTAS GPH BHP BHP 79 127 11.1 76 127 10.7 73 123 1.0.4 71 123 10.0 68 119 9.7 66 119 9.3 63 114 9.0 61 113 8.7 79 ' •, 127 11 .2 77 128 10.8 75 124 10 .6 72 124 10 .2 70 120 9.9 68 120 . 9.6 65 116 9.31- . 63 116 9.0 ' 74 124 10.5 72 124 10.2 70 120 9.P 68 120 9.5 65 116 9,2 63 116 9.0 l 61 111 8.6 } 59 110 8.4 70 120 9.9 67 120 9.5 65 116 9.3 63 116 9.0 { 61 I IL , 13~ 59 111 8.4 57 107 tl.1 55 106 7.9 . 65 116 9.2 63 115 8 .9 ( 61 112 ~ tl.7./ 59 111 8.4 -- 59 108 - B. 'f' _ 57_ 107 8.J. 55 106 7.9 21 55 103 7.9 !.::. 5-16 - \ 53 102 7.6 51 20 !il 98 7.3 49 97 7.1 47 19 46 92 6.8 45 91 6.6 43 Figure 5-7. C.rnise Performance ( Sh eet 2 of/ 6) Fig, f -- 101 7.4 95 6.9 89 6.4 '-.C:SSNA MODEL R172K CRUISE PERFORMANCE PRESSURE ALTITUDE 6000 FEET CONDITIONS: 2550 Pounds Recommended Lean Mixture Cowl Flap Closed 20°c BELOW STANDARD TEMP - 17°c % KTAS GPH RPM MP BHP 2600 23 - - - - - - - - - 22 79 126 11.2 21 74 123 10.5 20 69 119 9.7 2500 23 80 127 11.3 22 76 124 10.7 21 71 120 10.0 20 66 116 9.3 2400 23 75 124 10.6 22 70 ' 120 9.9 21 65 116 9.3 20 61 111 8.6 2300 23 71 120 10.0 22 66 116 9.3 21 61 112 8.7 20 57 107 8.1 2200 23 66 116 9.3 22 62 112 8.7 21 57 107 8.2 20 53 102 7.6 19 49 96 7.1 18 44 90 6.6 NOTE For best fuel economy at 70% power or less, op- erate at 1 GPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed. STANDARD 20°c ABOVE TEMPERATURE STANDARD TEMP 3°C 23°C % GPH % KTAS GPH KTAS BHP BHP 81 131 11.5 79 131 11.1 76 127 10.8 74 127 10.4 71 123 10.1 69 123 9.7 66 118 9.3 64 118 9.1 77 128 10.9 75 128 10.6 73 124 10.3 70 124 9.9 68 120 9.6 66 120 9.3 63 116 9.0 61 115 8.7 72 124 10.2 70 124 9.9 68 120 9.6 65 120 9.3 63 115 9.0 61 114 8.7 I~ 59 llU 8.4 ) 57 109 8.1 68 120 9.6 66 120 9.3 64 116 9.0 61 115 8.7 'b!:I 111 8.4) 57 110 8.2 55 105 7.9 53 105 7.6 63 116 9.0 61 115 8.7 c 59 111 8 .~ 57 110 8.2 55 luo t .9 53 105 7.7 51 101 7.4 49 99 7.2 47 95 6.8 45 93 6 .7 43 89 6.4 41 87 6.2 Figure 5-7. Cruise Performance ( Sheet 3 of 6) SECTION 5 PER.F9/iMANCE CESSNA MODEL R172K CRUISE PERFORMANCE PRESSURE ALTITUDE 8000 FEET CONDITIONS : 2550 Pounds Recommended Lean Mixture Cowl Flap Closed 20°c BELOW STANDARD TEMP -21°c RPM MP % KTAS GPH BHP 2600 21 77 127 10.9 20 72 123 10.1 19 66 118 9.4 18 61 113 . 8.6 2500 21 74 125 10.4 20 69 120 9.7 19 64 116 9.0 18 59 110 8.4 2400 21 68 120 9.6 20 63 115 9.0 19 58 110 8.3 18 54 104 7.7 2300 21 64 116 9.1 20 59 111 8.5 19 55 . 105 7.9 18 50 100 7.3 2200 21 60 111 8.5 20 55 106 7.9 19 51 100 - 7.4 18 47 94 6.8 I NOTE For best fuel economy at 70% power or less, op- erate at 1 GPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed. STANDARD 20°c ABOVE TEMPERATURE STANDARD TEMP -1oc 19°c % KTAS GPH % BHP BHP KTAS GPH 74 128 10.5 72 127 10.1 69 123 9.8 67 122 9.4 64 118 9.0 62 116 8.8 59 111 8.3 57 110 8.1 71 125 10.0 69 124 9.7 66 120 9.4 64 119 9.1 61 115 8.7 59 113 8.4 56 109 8.1 54 108 7.8 -- 65 119 9.3 63 118 9.0 ( 61 114 8.6) 59 113 8.4 56 108 &o 54 107 7.8 52 103 7.5 50 101 7.2 ( 62 11 b 8.7) 59 114 8.5 57 109 8.2 55 109 7.9 53 104 7.6 51 103 7.4 48 98 7.0 47 96 6.8 -(57 110 8.2) 55 109 7.9 53 105 7.7 51 103 7.4 49 g9 7.1 47 97 6.9 45 93 6.6 43 91 6.4 Figure 5-7. Cruise Performance (Sheet 4 of 6) - ~ -\ I rl- l CESSNA MODEL R172K '"' -PERFO ,_,, v~.,,.5 ,,,...... CRUISE PERFORMANCE PRESSURE ALTITUDE 10,000 FEET CONDITIONS : 2550 Pounds Recommended Lean Mixture Cowl Flap Closed 20°c BELOW STANDARD TEMP -25°c % GPH RPM MP BHP KTAS 2600 19 69 123 9.8 18 64 117 9.0 17 58 110 8.3 16 53 104 7.6 2500 19 67 120 9.4 18 62 115 8.7 17 56 108 8.0 16 50 101 7.3 2400 19 61 114 8.6 18 56 108 8.0 17 51 102 7.4 16 47 95 6.8 2300 19 57 '109 8.2 18 53 104 7.6 17 48 97 7.0 2200 19 53 104 7.7 18 49 98 7.1 17 45 92 6.6 NOTE For best fuel economy at 70% power or less, op- erate at 1 GPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed. STANDARD 20°c ABOVE TEMPERATURE STANDARD TEMP -5°c 15°c % KTAS GPH % KTAS GPH BHP BHP 67 122 9.4 64 121 - 9.1 61 116 8.7 59 115 8.4 56 109 8.0 54 108 7.8 51 102 7.3 49 100 7.1 64 119 9.1 62 118 8.8 59 113 8.4 57 112 8.2 54 107 7.8 52 105 7.5 49 99 7.1 47 97 6.8 c 59 .. 11? 8-.3) 56 111 8.1 54 107 7.8 52 105 7.5 49 100 7.2 48 99 7.0 45 94 6.6 43 91 6.4 ( 55 108 7.9) 53 107 7.7 51 102 7.3 49 100 7.1 46 95 6.8 45 94 6.6 {-i;1 103 7.4) 49 101 7.2 47 97 6.9 45 95 6.7 43 90 6.4 42 88 6.2 Figure 5-7. Cruise Performance (Sheet 5 of 6) ( r i I , SEy:c'{ON 5 J'BRFORMANCE CESSNA MODEL R172K CRUISE PERFORMANCE PRESSURE ALTITUDE 12,000 FEET CONDITIONS: 2550 Pounds Recommended Lean Mixture Cowl Flap Closed 20°c BELOW STA NDARD TEMP -29°C RPM MP % KTAS GPH BHP 2600 18 67 122 9.4 17 61 115 8.7 16 55 108 7.9 15 50 100 7.2 2500 18 64 119 9.1 17 59 112 8.4 16 53 106 7.7 15 47 97 6.9 2400 18 58 112 8.3 17 54 106 7.7 16 49 100 7 .1 15 44 93 6.6 2300 18 55 108 7.9 17 50 101 7.3 16 46 95 6.7 2200 18 51 103 7.4 17 47 96 6.8 NOTE For best fuel economy at 70% power or less, op- erate at 1 GPH leaner than shown in this chart or at peak EGT if an EGT indicator is installed. STANDARD 20°c ABOVE TEMPERATURE STANDARD TEMP _9oc 11°c % KTAS GPH % KTAS GPH BHP BHP. 64 121 9.1 62 120 8.8 59 114 8.4 57 113 8 .1 53 107 7.7 51 105 7.4 48 99 7.0 46 97 6.7 62 118 8.8 60 117 8.5 57 112 8.1 55 110 7.8 51 104 7.4 49 102 7.2 45 95 6.7 44 93 6.5 - ( i:;i:; 111 8.0) 54 109 7.8 52 104 7.5 50 103 7.2 47 98 6.9 46 96 6.7 43 90 6.4 41 88 6.2 ( 53 1llh 7.6 1 51 104 7.4 48 100 7.1 47 98 6.8 44 93 6.5 43 90 6.3 - 7.1; \. Lil:! 101 47 99 6.9 45 94 6.6 44 92 6.4 Figure 5-7. Cruise Performance (Sheet 6 of 6) "i-22 I~ , CESSNA MODEL R172K CONDITIONS : 2550 Pounds RANGE PROFILE 45 MINUTES RESERVE 49 GALLONS USABLE FUEL Recommended Lean Mixture for Cruise Standard Temperature Zero Wind SECTiu.N 5 PERFORMANCE NOTES: · . . 1. This chart allows for the fuel used for en~ine. start, taxi, takeoff and climb, and the distance during a normal climb as shown in figure 5-6: 2. Reserve fuel is based on 45 minutes at 45% BHP and 1s 5.0 gallons. 1- w w u.. 12,000 10,000 8000 ~ 6000 ::::> I- i= <i. 4000 2000 l lij_ ~ ~102 KTAS ~ ~L-- /::;' ... 116 KTAS ~J <?1 ~ I " $'J l _.,..100 KTAS ~ ~L-- '-<. ~ 124 :1'- KTAS -.... "-- 113 KTAS '- t-L-- <t) ~ ~~ L-L-1- ~ ~ ~ &II ~~~~130 KTAS I I I I '- ~ 128 - '-120 L-- t- 1, KTAS - ~KTAS '_;... :.-111 KTAS I .___,___ 0::: ~~ o:: ~SB KTAS ~ er 1-l..- L..._ er: UJ UJ UJ UJ ~ ~ '--'-'- ~ ~~ 3: '-- ,_ 3: L-- ~ ~~~ o ,__~ o ~~~ c... c... '--* L--~ I-- I--* L-.L-* * ~.,,__~ 0 L--1-- 0 ~ f6 " <D 123 .;-r 116 - 108 ' KTAS '-:: ~KTAS KTA~ J/96 KTAS 500 550 600 650 RANGE - NAUTICAL MILES Figure 5-8. Range Profile C" .JI b "" CJ1 I ro CJ1 ,....., C.11 I ro 0) O' ...... ~ "_, >xj ...,. aq c., w ~ ! I\.) 0 0 0 I I I I I I I I I I I I I I I CD C.11 m z 0 -- BO % POWER ~ t_:rj ~ p.. c., ~0 CD '"d.,0...., >-'· ...... CD c -"' :0 )> z () m :r:0 Ul c :0 (/) 0) CONDITIONS : Flaps 40° f- Power Off Maximum Braking I I I I I 1- 70% POWER I I I I I I I I f- I I I I I 60% POWER I I I I I I I I I I I I I I I 50% POWER I I I I I Paved, Level, Dry Runway Zero Wind NOTES : AL Tl TU DE - FEET -"'0 0 0 ~- 0) 0 0 0 I I 1- -<'B I I Do Rp 00 0 0 0 0 0 0 0 I\.) 0 8 ~r--11:!. - f:lJ ..._'-J: -,-,..,Ro r--...J-r'-i r--. "' LANDING DISTANCE I SHORT FIELD I 1. Short field technique as specified in Section 4. !" :-'Z 0 -l :oa.-1m roC::r(I) U) .., - · •• ~~ - ~ co DJ ~ 2' ::i ;:i !E..Q ~ c;;·g 0 0- - ~ Ol (") "' "'- ..... co -·o Q. 3 .., 0 0- ..... ::i Ol :::; "'Cl) -"'"' ..... Ul :::; c: 30~ - ·~ c: ::i ::i"' c - ·ct> ~ :J CL "'....,...., ru ce · ~ ..... c: -"'..,Cl) Ul co~ ~ 0'1- · 0 I ::J ID~ ro :r: "'..... "[J Ol Ol _;:i ::i ..... Q. Ol c;; · x Ul ..... 0 Ol ;><"" (0 Cl) ~ 0 0 ~ ~ Ol ::i Q. !l 3· _o- Ol ::i Q. .....:::; Cl) ..... 3· Cl) 2. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots, increase distances by 10% for each 2 knots. 3. For operation on a dry, grass runway, increase distances by 40% of the "ground roll" figure. SPEED o0 c 10°c 20°c 30°c WEIGHT AT PRESS (/) :0 I\.)() ..... Cl) Ul 0 ~ (") Ul z ~~~2 Q.30_, Cl) c: - -l ::i ::i 0 3 fS-~iJi "O Q. • . ~~ ~ Ol c: ::i iil s x·..... c:.., Cl) Q Q c: c;;· Cl) LBS 50 FT ALT TOTAL TOTAL TOTAL TOTAL m _,.. z -0 o~O l> 3: c ::: - :;ig 0 z )> zszVI m ("\ C VI VI m l> ~ "ti ~ ~ :;ig m '° 0 .,., < "'" Cm_ m r- .... m 40°c TOTAL KIAS FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS 2550 63 S.L. 590 1225 610 1255 630 12B5 650 1315 675 1350 1000 610 1255 630 12B5 655 1320 675 1350 700 1390 2000 630 12B5 655 1320 680 1360 700 1390 725 1425 3000 655 1320 6BO 1360 705 1395 730 1430 750 1465 4000 680 1360 705 1395 730 1435 755 1470 780 1505 5000 705 1395 730 1435 760 1475 785 1515 810 1550 6000 735 1440 760 1475 785 1515 815 1560 840 1595 7000 760 1480 790 1520 815 1560 845 1605 875 1645 8000 790 1520 820 1565 850 1610 880 1655 905 1690 Figure 5-10. Landing Distance '"d (/) "I) t_:rj l:<J 1 ~o >xj >-3 QH ~o s;: z :i:- C.11 z0 t_:rj s;: 0 t:1 trlo t"' t_:rj ~CJ) ..... CJ) ~z ~:i:- ~o otrJ t:1 CJ) t_:rj CJ) t"' z ~:i:- .... ~ 'U t_:rj ~0 CJ) ~t_:rj ~~o 't_:rj