PILOT'S OPERATING HANDBOOK and FAA APPROVED AIRPLANE FLIGHT MANUAL

a listing of a ll pages in the handbook . Pages affected by the curren t revision are indi ca ted by an aste risk (•) preceding the pages listed. LOG OF EFFECTIVE PAGES Dates of issue for original and revised pages are : Original ............... 1 July 1979 Revision 1 ...... 15 Novembe r 1979 h~ ~re Pa~ Date TIiie ..................... 1 July 1979 Assignmen1 Reco rd ...... . 1 July 1979 i thru ii .................. 1 July 1979 •iii ................ 15 November 1979 iv ........................ 1 July 1979 1-1 thru 1-9 .............. 1 Ju ly 1979 1-10 Bl ank .... . ...... . .... 1 July 1979 2-1 ...................... 1 July 1979 2-2 Blank ................. 1 July 1979 2-3 thru 2-13 ............. 1 July 1979 2-14 Blank ................ 1 July 1979 3-1 thru 3-9 .. . ........... 1 July 1979 3-10 Blan k-: ............... 1 July 1979 3-11 thrt.i 3-18 .... .. ...... 1 July 1979 4-1 thru 4-11 ............. 1 Ju ly 1979 4-12 Blank .............. .. 1 July 1979 4-13 thru 4-25 ......... .. . 1 July 1979 4-26 Blank ................ 1 July 1979 5-1 ...................... 1 July 1979 5-2 Blank ......... ........ 1 July 1979 1 July 1979 5-3 t hru 5-27 ............. 1 July 1979 5-28 Blank ................ 1 July 1979 6-1 .............. .. ...... 1 July 1979 6-2 Blank .......... .. .. ... 1 July 1979 6-3 thru 6-23 ..... . ... .... 1 July 1979 6-24 Bl ank ................ 1 July 1979 7-1 thru 7-43 .......... .. . 1 July 1979 7-44 Blank .......... ... ... 1 July 1979 8-1 ...................... 1 July 1979 8-2 Blank ................. 1 July 1979 8-3 thru 8-17 ............. 1 July 1979 8-18 Blank .... ............ 1 July 1979 *9-1 ... .. .......... 15 November 1979 9-2 ...................... 1 July 1979 NOTE Refer to Section 9 Table of Con te nts for supple m en ts applicable 10 optional sys- tems. Revision 1 - 15 November 1979 D1173-l-lJPH iii T ABLE OF CON TENTS CESSNA MODEL R172K TABLE OF CONTENTS SECTION GENERAL . . . .. .. .. ..... . . . .. . . .... . . .. 1 LIMITATIONS .. ... . . ... . .... ... .. .. .. . 2 EMERGENCY PROCEDURES .. ... . . . . . .. 3 . ,- NORMAL PROCEDURES . . . ..... . ...... 4 PERFORMANCE. . . .. . ... . . . . . .. . . ..... 5 WEIGHT & BALANCE/ EQUIPMENT LIST .. . . .. .. . . . . ... .. 6 AIRPLANE & SYSTEMS DESCRIPTIONS .. ....... .. ........ 7 AIRPLANE HANDLING , SERVICE & MAINTENANCE ... . . . .. 8 SUPPLEMENTS (Optional Systems Desc ription & Operating Procedures) . . ... .. . .. 9 ( CESSNA MODELR172K SECTION 1 GENERAL TABLE OF CONTENTS Three View Introduction Descriptive Data Engin e Propeller Fuel .. . Oil Maximum Certificated Weights Sta.nda.rd Airplane Weights . . Ca.bin And Entry Dimensions . Baggage Space And Entry Dimensions Specific Loa.dings . . . . . . . . . . Symbols , Abbreviations And Terminology . General Airspeed Terminology And Symbols Meteorological Terminology . . . . . . . . Engine Power Terminology . . . . . . . . . SECTION 1 GENERAL Airplane Performance And Flight Planning Terminology Page 1-2 1-3 1-3 1-3 1-3 1-3 1-4 1-5 1-5 1-5 1-5 1-5 1-6 1-6 1-6 1-7 1-7 1-8 Weight And Ba.lance Terminology ... . . . .... . 1 July 1979 1-1 ' SECTION 1 GENERAL *PIVOT POINT 0 CESSNA MODEL R172K 1. Wing llj)On shown with strobe lights insulled. 2. Maximum height shown with nose gear depfoued, all tires ond note rtrut properly inflated, Ind flashing beacon inrtalled. 3, Wlleel base length Is 65". 4. Propeller i><ound dur11nct is 10 3/4" 5. Wing .... Is 174 -• fNt. 6. Minimum turning radius (*pivot Point to outboard wing tip) Is 27'•5 1/2". *PIVOT POINT t+-------------36'-0"-------------i Figure 1-1. Three View 1-2 1 July 1979 ( ( ( ( CESSNA MODEL R172K SECTION 1 GENERAL INTRODUCTION This handbook conta.ins 9 sections, a.nd includes the material required to be furnished to the pilot by CAR Pa.rt 3. It also contains supplemental data supplied by Cessna Aircraft Company. Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used. DESCRIPTIVE DATA ENGINE Number of Engines: 1. Engine Manufacturer: Teledyne Continental. Engine Model Number: 1O-360-KB. Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally opposed, fuel-injected, six-cylinder engine with 360 cu. in. displace ment. Horsepower Ra.ting and Engine Speed: 195 rated BHP at 2600 RPM. PROPELLER Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 2A34C203/90DCA-14. Number of Blades: 2. Propeller Diameter, Maxi.mum: 76 inches. Minimum: 74.5 inches. Propeller Type: Constant speed a.nd hydraulically actuated, with a low pitch setting of 12.0° and a high pitch setting of 25.1 ° (30 inch station). FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). NOTE Isopropyl alcohol or ethylene glycol monomethyl ether may be added to the fuel supply. Additive concentrations shall not exceed 1% for isopropyl alcohol or .15% for ethylene glycol monomethyl ether. Refer to Section 8 for additional information. 1 July 1979 1-3 ( ECTION 1 ENERAL uel Capacity: Standard Tanks: Total Ca.pa.city: 52 ga.llons . Total Ca.pa.city Ea.ch Tanlc 26 ga.llons. Total Usable: 49 gallons. Long Range Tanks: Total Ca.pa.city: 68 ga.llons. Total Ca.pa.city Ea.ch Tank: 34 gallons . Total Usable: 66 ga.llons. NOTE CESSNA MODELR172K To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface , place the fuel selector valve in either LEFT or RIGHT position. IL )il Grade (Specification): MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change . Continue to use until a total of 50 hours has accumulated or oil 1 cousumption has stabilized. \ NOTE The airplane was delivered from the factory with a. corrosion preventive aircraft engine oil . This oil should be drained after the first 25 hours of operation. Continental Motors Specification MHS-24 (and a.11 revisions thereto) , Ashless Dispersant Oil: Thia oil must be u ■ ed after first 50 hours or oil consumption has stabilized. tecommended Viscosity for Temperature Range: SAE 20W-50 or SAE 50 above 40°F (4°C). SAE 20W-50 or SAE 30 below 40°F (4°C). NOTE Multi-viscosity oil with a range of SAE 20W- 50 is recom- mended for improved starting in cold weather. )il Capacity: -4 Sump: 8 Quarts. Total: 9 Quarts . 1 July 1979 ( ( ( CESSNA MODELR172K SECTION 1 GENERAL MAXIMUM CERTIFICATED WEIGHTS Ramp, Norma.I Category: 2558 lbs . Utility Category: 2208 lbs. Takeoff, Normal Category: 2550 lbs . Utility Category: 2200 lbs . Landing, Normal Category: 2550 lbs . Utility Category: 2200 lbs. Weight in Baggage Compartment, Normal Category: B aggage Area. 1 or Passenger on Child 's Seat- (Bagg age, Station 82 to 108, 200 lbs. maximum; Passen ger on Child 's Seat, 120 lbs . ma.xi- mum) . See note below . Baggage Area. 2 - Station 108 to 142: 50 lbs. Se e note below . NOTE The maximum com bined weight ca.pa.city for baggage areas 1 and 2 is 200 lb s. Weight in Baggage Compartment, Utility Category: In this category, the baggage compartment and rear seat must not be occupied. STANDARD AIRPLANE WEIGHTS Standard Em pty Weight, Ha.wk XP: 1538 lbs . Maximum Useful Load : Ha.wk XP: Ha.wk XP Il : Hawk XP II : 1565 lbs. Norma.I Category 1020 lbs . 993 lb s. CABIN AND ENTRY DIMENSIONS Utility Category 670 lbs. 643 lbs. Detailed dimensions of the ca.bin interior and entry door openings a.re illustrated in Section 6. BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area. and baggage do or opening are illustrated in detail in Section 6. SPECIFIC LOADINGS Wing Loading: 14.7 lbs./sq . ft . Power Loading: 13.1 lbs./hp . 1 July 1979 1 -5 SECTION 1 GENERAL CESSNA MODELRl72K SYMBOLS, ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS Knots Calibrated Airspeed is indicated airspeed corrected f or position and instrument error and expressed in knots . Knots calibrated airspeed is equal to KT AS in standard atmosphere at sea level . Knots Indicated Airspeed is the speed shown on the airs p eed indicator and expresse d in knots. Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature . Manuevering Speed is the maximum speed at which you may us e abrupt control travel. Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended ( position . ( Maximum Structural Cru.i.sing Speed is the speed that should not be exceeded except in smooth air, then only with caution. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady night speed at which the airplane is controllable. Stalling Speed or the minimum steady night speed at which the airplane is controllable in the landing configu - ration at the most forward center of gravity. Best Angle - of- Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance. Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time. ( METEOROLOGICAL TERMINOLOGY OAT Outside Air Temperature is the free air static temperature. 1-6 1 July 1979 CESSNA MODELR172K Standard Tempera- ture Pressure Altitude SECTION 1 GENERAL It is expressed in either degrees Celsius or degrees Fah- renheit. Standard Temperature is 15°C at sea level pressure altitude 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 2.9.92 inches of mercury (1013 mb) . ENGINE POWER TERMINOLOGY BHP RPM MP Brake Horsepower is the power developed by the engine. 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 TERMINOLOGY Demon- strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g 1 July 1979 Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing wa.s 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) consumed 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 a.nd/ or flight configura- tion. g is acceleration due to gravity. 1-7 SECTION 1 GENERAL CESSNA MODELR172K 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 Maximum Ramp Weight MMCimum Takeoff Weight 1-8 Reference Datum is an imaginary vertical plane from which all horizontal distances a.re measured for balance purposes. Station is a location along the airplane fuselage giV'en in terms of the distance from the reference datum. Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reduc- ing the number of digits .) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight is the weight of a. standard airplane, including unusable fuel, full opera.ting fluids and full engine oil. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. Ma.xi.mum Ramp Weight is the maximum weight approved for ground maneuver . (It includes the weight of start, ta.xi and runup fuel.) ( Ma.xi.mum Takeoff Weight is the maximum weight ap- proved for the start of the takeoff run. 1 July 1979 ( ( ( CESSNA MODELR172K Maximum Landing Weight Ta.re 1 July 1979 SECTION 1 GENERAL M.aximum Landing Weight is the maximum weight approved for the landing touchdown. Tare is the weight of chocks, blocks , stands, etc . used when weighing an airplane, and is included in the scale readings. Ta.re is deducted from the sea.le reading to obtain the actual (net) airplane weight. 1-9/(1-10 blank) I \ , / CESSNA MODELR172K 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 . . Other Limitations Flap Limitations Placards .. . . . 1 July 1979 SECTION 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 2-8 2-8 2-8 2-8 2-9 2-9 2-9 2-9 2-10 2- 1/ (2-2 blank) ( CESSNA MODELR172K SECTION 2 LIMITATIONS INTRODUCTION Section 2 includes operating limitations, instrument markings , and ba.sic placards necessary for the safe operation of the airplane, its engine , standard systems and standard equipment. The limitations included in this section and in Section 9 have b een approved by the Federal Av iation Administration . Observance of these operating limitations is r e quired by Federal Aviation Regulations. NOTE Refer to Section 9 of this Pilot's Operating Handbook for a.mended operating limitations , operating procedures , performance data and other necessary information for airplanes equipped with specific options . NOTE The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the Airspeed Indicator Markings cha.rt (figure 2 - 2) are b ased on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used , ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5 . Your Cessna is certificated under FAA Type Certificate No. 3A17 a s Cessna Model No . R172K. 1 July 1979 2-3 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS CESSNA MODEL R172K Airspeed limitations and their operational significance are shown in figure 2-1. Maneuvering speeds shown apply to normal category opera- tions. The utility category maneuvering speed is 105 KIAS at 2200 pounds . 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 103 104 Do not make full or abrupt 2150 Pounds 94 95 control movements above 17 50 Pounds 85 85 this speed. VFE Maximum Flap Extended Speed: 10° Flaps 108 110 Do not exceed this speed 100 - 400 Flaps 84 85 with flaps down. Maximum Window Open 161 163 Do not exceed this speed with Speed windows open. Figure 2-1. Airspeed Limitations -4 1 July 1979 ( ( ( CESSNA MODELR172K AIRSPEED INDICATOR MARKINGS SECTION 2 LIMITATIONS Airspeed indicator markings and their color code significance are shown in figure 2-2. MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 38 - 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 48 - 1 29 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 1 63 Maximum speed for all operations. Figure 2-2. Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer: Teledyne Continental. Engine Model Number: 10-360-KB . Engine Operating Limits for Takeoff and Continuous Operations: Maximum Power: 195 BHP rating. Maximum Engine S p eed: 2600 RPM. Ma.xi.mum Cylinder Head Temperature : 460°F (238°C). Maximum Oil Temperature: 240°F (116° C) . Oil Pressure, Minimum: 10 psi. Ma.ximum: 100 psi. Fuel Pressure, Minimum: 3 psi. Ma.xi.mum: 17 psi (17 gal/hr). Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 2A34C203/90DCA-14 . Propeller Dia.meter, Maximum: 76 inches. Minimum: 74.5 inches . Propeller Blade Angle at 30 Inch Station , Low : 12.0°. High: 25.1°. 1 July 1979 SECTION 2 LIMITATIONS GESSNA MODEL R172K POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings a.nd their color code significance ( are shown in figure 2-3. RED LINE GREEN ARC INSTRUMENT MINIMUM NORMAL LIMIT OPERATING Tachometer - - - 2200 - 2600 RPM Manifold Pressure - - - 15 - 25 in. Hg Oil Temperature - - - 100° - 240°F Cylinder Head - - - 2000 - 4600 F Temperature Fuel Fl ow (Pressure) (3 psi) 4.5 - 11 .5 gal/hr Oil Pressure 10 ps i 30 - 60 psi Fuel Quantity E - - - (Standard ( 1.5 Gal. Unusable Tanks) Each Tank) Fuel Quantity E - - - (Long Range (1.0 Gal. Unusable Tanks) Each Tank) Suction - - - 4.5 - 6.4 in. Hg. Figure 2-3. Power Plant Instrument Markings WEIGHT LIMITS NORMAL CATEGORY Maximum Ra.mp Weight: 2558 lbs . Maximum Takeoff Weight: 2550 lbs. Maximum Landing Weight: 2550 lbs . RED LINE MAXIMUM LIMIT 2600 RPM - - - 2400F 460°F 17 gal/hr (17 psi) ( 100 psi --- - - - - - - 1 July 1979 CESSNA MODELR172K SECTION 2 LIMITATIONS Maximum Weight in Baggage Compartment: Baggage Area 1 or Passenger on Child 's Seat - (Baggage , Station 82 to 108, 200 lbs. mu:imum; Passenger on Child's Sea.t 120 lbs . max- imum). See note below. Baggage Area. 2 - Station 108 to 142: 50 lbs. See note below . NOTE The maximum combined weight ca.pa.city for baggage areas 1 and 2 is 200 lbs . UTILITY CATEGORY Maximum Ra.mp Weight: 2208 lbs . Maximum Takeoff Weight: 2200 lbs. Maximum Landing Weight: 2200 lbs. Maximum Weight in Baggage Compartment: In the utility category , the b aggage compartment and rea.r sea.t must not be occupied . CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range : Forward: 35.0 inches a.ft of datum at 1950 lbs. or less, with straight line variation to 41.0 inches aft of datum at 2550 lbs . Aft: 47.3 inches a.ft of datum a.t a.11 weights. Reference Datum: Lower portion of front face of firewa.11. UTILITY CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum a.t 1950 lbs . or less, with straight line variation to 37.5 inches a.ft of datum at 2200 lbs . Aft: 40.5 inches a.ft of datum at a.ll weights . Reference Datum: Lower portion of front fa.ce of firewa.11. MANEUVER LIMITS N ORMA L CATEGORY This airplane is certificated in both the normal and utility category . The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidenta.l to normal flying, stalls (except whip stalls), lazy eights, cha.ndelles , and turns in which the angle of bank is not more than 60°. Aerobatic maneuvers, including spins, a.re not approved. 1 July 1979 2-7 r SECTION2 LIMITATIONS CESSNA MODELR172K UTILITY CATEGORY This a.irplane is not designed for purely aeroba.tic flight. However, in the acquisition of va.rious certificates such as commercia.l pilot and flight instructor, oerta.in maneuvers a.re required by the FAA. All of these maneuvers a.re permitted in this airplane when operated in the utility category . In the utility category , the baggage compartment and rear seat must not be occupied. No aerobatic maneuvers a.re approved except those listed below: MANEUVER Chandelles . Lazy Eights . Steep Turns - . RECOMMENDED ENTRY SPEED* . . ... 110 knots . .. .. 110 knots . .... 104 knots v Spins .. .. . Slow Deceleration . Slow Deceleration Sta.lls (Except Whip Stalls) • Abrupt use of the controls is prohibited above 104 knots. Aerobatics tha.t ma.y impose high loads should not be attempted. The important thing to bea.r in mind in flight maneuvers is tha.t the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is a.n essential requirement for execution of a.ny ma.neuver, and ca.re should always be exercised to avoid excessive speed which in turn ca.n impose excessive loads . In the execution of a.ll maneuvers, avoid abrupt u.se of controls. Intentional spins with flaps extended are prohibited. FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY Flight Load Fa.ctors (Max.imum Takeoff 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 Loa.d Factors (Ma.xi.mum Takeoff Weight - 2200 lbs .): *Flaps Up . +4. 4g, -1.76g *Flaps Down . . . . . . . . . . . . . . . . ._+3.0g 2-8 1 July 1979 { ( ( CESSNA MODELR172K SECTION 2 LIMITATIONS *The design loa.d factors a.re 150% of the above, and in all cases, the structure meets or exceeds design loads. KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and/ or IFR operations. FAR Part 91 establishes the minimum required instrumentation a.nd equipment for these operations. The refer- ence to types of flight operations on the opera.ting limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance. Flight into known icing conditions is prohibited . FUEL LIMITATIONS 2 Standard Tanks: 26 U.S . ga.llons each. Total Fuel: 52 U.S. ga.llons. Usable Fuel (all night conditions): 49 U.S. gallons. Unusable Fuel: 3 U.S. gallons . 2 Long Range Tanks: 34 U.S. gallons each. Total Fuel: 68 U.S. gallons. Usable Fuel (all flight conditions): 66 U.S. gallons . Unusable Fuel: 2 U.S . ga.llons. NOTE To ensure maximum fuel ca.pa.city when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector valve in either LEFT or RIGHT position . Fuel rema.ining in the tank after the fuel quantity indicator reads empty (red line) cannot be safely used in night. Approved Fuel Grades (and Colors): lOOLL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green). OTHER LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: 0° to 15°. Approved Landing Range : 0° to 40 °. 1 July 1979 2-9 SECTION 2 LIMITATIONS PLACARDS CESSNA MODEL R172K The following information must be displayed in the form of composite ( or individual placards. 1. In full view of the pilot: (The "DAY -NIGHT-VFR-IFR! ' entry, shown on the example below, will va.ry as the airplane is equipped.) The markings and placards installed in this airplane contain operating limitations which must be complied with when operat- ing this airplane in the Normal Category. Other operating limita- tions which must be complied with when operating this airplane in this category or in the Utility Category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Normal Category - No acrobatic maneuvers, including spins, approved. Utility Category - No acrobatic maneuvers approved , Spin Recovery except those listed in the Pilot's Opera.ting Handbook. Baggage compartment and rear seat must not be occupied . - Opposite rudder - forward elevator - neutralize controls. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: DAY-NIGHT-VFR-IFR 2. Near wing fi.ap switch: A VOID SLIPS WITH FLAPS EXTENDED 2-10 1 July 1979 { ( ( CESSNA MODELR172K SECTION 2 LIMITATIONS 3. On the fuel selector plate (standard tanks): BOTH - 49 GAL. LEFT - 24.5 GAL. RIGHT - 24.5 GAL . WHEN SWITCHING FROM DRY TANK TURN PUMP ON "HI" MOMENTARILY On the fuel selector plate (long range tanks): BOTH - 66 GAL. LEFT - 33 GAL . RIGHT - 33 GAL. WHEN SWITCHING FROM DRY TANK TURN PUMP ON "HI" MOMENTARILY 4. Near fuel tank filler cap (standard tanks): 5. FUEL 100LL/100 MIN. GRADE AVIATION GASOLINE CAP. 26 U.S. GAL . Near fuel tank filler cap (long range tanks) : FUEL 100LL/100 MIN. GRADE AVIATION GASOLINE CAP . 34.0 U.S . GAL . CAP. 26.0 U.S . GAL. TO BOTTOM OF FILLER COLLAR On control lock: CONTROL LOCK REMOVE BEFORE STARTING ENGINE . 1 July 1979 2-11 SECTION 2 LIMITATIONS CESSNA MODEL R172K 6. In baggage compartment: 200 POUNDS MAXIMUM BAGGAGE OR 120 LBS AUX SEAT PASSENGER FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE A.FT OF BAGGAGE DOOR LATCH MAXIMUM 200 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 7. Near manifold pressure/fuel flow gage: FUEL FLOW AT FULL THROTTLE 2600 RPM SL ... .. .......... . ....... 16 GPH 4000 FT ........... .... . .. 14 GPH 8000 FT ................ . . 12 GPH 12000 FT .... . . . ...... . .. 10 GPH 8. A calibration card is provided to indicate the accuracy of the magnetic compass in 30° increments . 9. On the flap control indicator: 0° to 10° 10° to 40° 2-12 (Partial flap range with blue color code and 110 kt callout; also, mechanical detent at 10°.) (Indices at these positions with white color code and 85 kt callout; also, mechanical detent at 20°.) 1 July 1979 ( ( CESSNA MODEL R172K 10. Near the airspeed indicator: MANEUVER SPEED 104 KIAS 11. On the oil filler cap: 1 July 1979 OIL 8QTS SECTION2 LIMITATIONS 2-13/(2-14 blank) CESSNA MODELR172K SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Intro duction . . . . . . . . . . . . . . . . . . . Airsp e eds For Eme rge ncy Opera tion . . . . . . . OPERATIONAL CHECKLISTS P age 3-3 . 3 -3 Engine Failures . . . . . . . . . . . . . . 3-3 Engine Failure During Takeoff Run . . . 3-3 Engine Failure Immediately After Takeoff 3-4 Engine Failure During Flight . . . . . . 3-4 Forced Landings . . . . . . . . . . . . . . 3-4 Emerge ncy Landing Without Engine Power 3-4 P re cautionary Landing With Engine Power 3-4 Ditching . . . . . . . . 3-5 Fires . . . . . . . . . . . 3-5 During Start On Ground 3-5 Engine Fire In Flight . . 3-6 Electrical Fire In Flight 3-6 Cabin Fire 3 -7 Wing Fire . . . . . . . 3-7 _ Icing . . . . . . . 3-7 Inadvertent Icing Encounter . . . . . . . . . . . 3-7 Static Source Blockage (Erroneous Instrum e nt Reading Suspected) . . . . . . . . . . . . . . 3-8 Landing With A Flat Main Tire . . . . . . . 3-8 Ele c trical Power Supply System Malfunc tions 3-8 Ammeter Shows Excessive Rate of Charge (Full Scale De flection) . . . . . . . 3-8 Low -Voltage Light Illuminates During Flight (Ammeter Indicates Discharge) . 3-9 AMPLIFIED PROCEDURES Engine Failure . . . . . . . Forced Landings . . . . . . . Landing Wi thout El e vator Control Fires . .. . ... .... . . 1 July 1979 3-11 3- 12 3- 12 3- 12 3-1 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS (Continued) CESSNA MODELR172K Emergency Operation In Clouds (Vacuum System Failure) Executing A 180° Turn In Clouds Page 3-13 ( 3-13 3-13 3-14 3-14 3-15 3-15 3-16 3-16 3-16 3-16 3-17 3-17 3-18 3-18 Emergency Descent Through Clouds Recovery From A Spiral D ive ... Inadvertent Flight Into Icing Conditions Sta.tic Source Blocked . . . . . . Spin.a ... . ..... . . .. .. . Rough Engine Operation Or Loss Of Power Spark Plug Fouling . . . . . . Magneto Malfunction . . . . . . . . . Engine-Driven Fuel Pump Failure . . . Low Oil Pressure . . . . . . . . . . . Electrical Power Supply System Malfunctions Elxces s ive Rate Of Charge Insufficient Rate Of Charge . . . . . . . 3-2 1 July 1979 . ( ( ( - ( ( CESSNA MODEL R172K SECTION 3 EMERGENCY PROCEDURES INTRODUCTION Section 3 provides checklist and amplified procedures for c oping with emergencies that may occur. Emergencies ca.used by airplane or engine malfunctions a.re extremely re.re if proper preflight inspections and maintenance a.re practiced. Enroute weather emergencies ca.n be minim - ized or eliminated by careful flight planning and good jud g m e nt wh en unexpected weather is encountered . However, should an emergency a.rise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency pro c edures associated with ELT a.nd other optional systems can be found in Section 9. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Fla.pa Up . . Wing Flaps Down Maneuvering Speed: 2550 Lbs . . 2150 Lbs . . 1750 Lbs .. Ma.ximum Glide: 2550 Lbs .. 2150 Lbs .. 1750 Lbs . . . ..... .... . . Precautionary Landing With Engine Power Landing Without Engine Power: Wing Flaps Up . . Wing Flaps Down . . . . OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1. Throttle -- IDLE . 2. Brakes -- APPLY. 3. Wing Flaps -- RETRACT. 4. Mixture -- IDLE CUT-OFF. 1 July 1979 70 KIAS 65 KIAS 104 KIAS . 95 KIAS .85 KIAS 75 KIAS 69 KIAS 62 KIAS 65 KIAS 70 KIAS 65 KIAS 3-3 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL R172K 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1. Airspeed -- 70 KIAS (flaps UP). 65 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT-OFF. 3. Fuel Shut9ff Va.Ive -- OFF (pull out). 4. Ignition Switch -- OFF. 5. Wing Flaps -- AS REQUIRED (full down recommended). 6. Master Switch -- OFF. ENGINE FAILURE DURING FLIGHT 1. Airspeed -- 75 KIAS. 2. Primer -- IN and LOCKED. 3. Fuel Shutoff Valve -- ON (push full in). 4. Fuel Selector Va.Ive -- BOTH. 5. Mixture -- RICH. 6. Throttle -- 1/2 OPEN. 7. Auxiliary Fuel Pump -- LOW for 3-5 seconds then OFF. 8. Ignition 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 Va.Ive -- 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 1. Seat Belts and Shoulder Harnesses -- SECURE. 2. Wing Flaps -- 20° . 3. Airspeed -- 65 KIAS. 3-4 1 July 1979 I \ ( ( ( CESSNA MODELR172K SECTION3 EMERGENCY PROCEDURES 4. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon rea<:hing a safe altitude and airspeed. 5. Avionics Power Switch and Electrical Switches -- OFF. 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 and SQUAWK 7700 if transponder is installed . 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 U no power is available, approach at 65 KIAS with flaps up or at 60 KIAS with 10° flaps. 7. Cabin Doors -- UNLATCH. 8. Fa-ce -- CUSHION at touchdown with folded coat. 9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT . 10. Airplane -- EVACUATE through cabin doors. U necessary, open window and flood ca.bin 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. 1 July 1979 3-5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODELR172K 4. ~ire Extinguisher·· OBTAIN (have ground attendants obtain if not msta.lled). 5. Airpla.ne · • EVACUATE. 6. Fire •• EXTINGUISH. ( 7 . NOTE If sufficie nt ground pe rsonnel a.re a.vaila.ble (and fire is on grou?-d a.nd not ~o dangerous) m ove airplan e away from the fire by pushmg rearw a rd on th e lea.ding edge of the horizontal stabilizer. Fire Damage •• I~SPECT, repair damage or replace damaged components or wirmg 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. C~bin Heat and Air -- OFF (except overhead vents) . 6. All'speed ·- 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 Landing Without Engine Power). ELECTRICAL FIRE IN FLIGHT 1. Ma.star Switch -- OFF. 2. Avionics Power Switch •• OFF. 3. All Other Switches (except ignition switch) -- OFF. 4. Vents/Cabin Air/Heat- · CLOSED . 5, Fire Extinguisher -- ACTIVATE (if ava.ilable) . I WARNING I After discha.rging an extinguisher within a closed cabin, ventilate the ca.bin. If fire appears out and electrical power is necessary for continuance of li ght: 6. Master Switch •· ON . 3-6 1 July 1979 '· CESSNA MODELR172K SECTION 3 EMERGENCY PROCE DURES 7. Circuit Breakers •· CHECK for faulty circuit, do not reset . 8. Radio Switches·· OFF . 9. Avionics Power Switch•· ON . 10. Radio/Electrical Switches -· ON one at a time, with dela.y after each until short circuit is localized. 11. Vents/Cabin Air/Hea.t •- OPEN when it is ascertained tha t fire is completely extinguished. CABIN FIRE 1. Master Switch -- OFF . 2. Vents/Cabin Air/Heat - - CLOSED ( to avoid drafts) . 3 . Fire Exti nguish er -- ACTIVATE (if av a ilable). I WARNING I After discharging an extinguisher within a cl osed cabin , ventilate the cabin. 4. Land the airplane as soon as possible to inspe ct for dama.g e. ' WING FIRE 1. Na viga tion Light Switch -· OFF. 2. Strobe Light Switch (if installed) -· OFF . 3. Pitot He at Switch (if install ed) ·- OFF . NOTE Perform a sideslip to keep the Ila.mes a.way from the fuel ta.nk and cabin, and land as soon as possible using fla.ps 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 temperature that is less conducive to icing. 3. Pull ca.bin heat control full out to obtain maximum windshield defroster airflow. 4. Increase engine speed to minimize ice build-up on propeller blades . 1 July 1979 3-7 SECTION3 EMERGENCY PROCEDURES CESSNA MODELR172K 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, sele ct a suitable "off airport" landing site. 7. With an ice accumulation of 1/4 inch or mo re on the wing leading edges, be prepared for significanUy higher stall sp ee d. 8. Leave wing flaps retracted. With a severe ice build - up on the horizontal tail, the change in wing wake airflow d irection caused by wing flap extension could result in a loss of elevator effective- ness. 9. Open left window and, if pr actic al, scrape ice from a portion of the windshield for v isi bility in the landing approach. 10. Perform a landing approach using a forw ard slip, if necessary, for impr oved visibility. 11 . Approach at 80 to 90 KIAS depending upon the amount of the accu mulation. 12. Perform a landing in level attitude. STAT IC SOURCE BLOCKAGE (Erroneous Instrument Reading Suspected) i. Alternate Static Source Valve -- PULL ON. 2. Airspeed -- Consult a ppropriate calibration tables in Section 5 or clim b an d a ppro ach 3 knots faster 'than normal. ( 3. Altitude- .- Cruise a nd 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 airp l ane off flat tire as long as possible with aileron control. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection) 1. Alternator -- OFF. 2. Alternator Circuit Breaker -- PULL. 3. Nonessential Electrical Equipment -- OFF. 4. Flight -- TERMINATE as soon as practical . 3-8 1 July 1979 ( ( ( CESSNA MODELR172K SECTION 3 EMERGENCY PROCEDURES LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge) NOTE Illumination of the low-voltage light may occur during low RPM conditions with an electrical load on the system such as during a. low RPM ta.,ci. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since a.n over-voltage condition ha.snot occurred to de-activate the alternator system. 1. Avionics Power Switch -- OFF. 2. Alternator Circuit Breaker -- CHECK IN. 3. Master Switch -- OFF (both sides). 4. Master Switch -- ON . 5. Low-Vo l tage Light·· CHECK OFF. 6. A vionics Power Swit ch -- ON. If low-voltage light illuminates again: 7. Alternator -- OFF. 8. Nonessential Radio and Electrical Equipment -- OFF. 9. Flight -- TERMINATE as soon as practical. 1 July 1979 3 -9/(3- 10 blank) ( ( CESSNA MODELR172K SECTION 3 EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If a.n engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway . Those extra items on the checklist will provide added safety after a failure of this type. Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight a.head 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 attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. 12 ,ooo ,---*-PT"R_O_P_E-rl-L_ER__,W_I_N_D-,Mr--1L-L-1N.--G-r--~-.,..-.,,r-:/&'_ :/...,.{ -,p""":_:.=-.,.,,,,-. t;: 10,000 z ~ 8000 t---1----i--+---+---i--~ a: w 1- w > 0 m ~ 1- ::r (!) w::r 1 July 1979 4 6 8 10 12 WEIGHT (LBS} 2550 2150 1750 14 16 GROUND DISTANCE - NAUTICAL MILES Figure 3-1. Maximum Glide KIAS 75 69 62 18 20 3-11 SECTION 3 EMERGENCY PROCEDURES FORCED LANDINGS CESSNA MODELR172K U all attempts to restart the engine fa.il and a forced landing is imminent, select a suitable field and prepare for the landing as discussed under the Emergency Landing Without Engine Power checklist. Before attempting an "off airport" landing with engine power availa- ble, one should fly over the landing area. at a. safe but low a.ltitude to inspect the terrain for obstructions and surface conditions, proceeding as dis- cussed under the Precautionary Landing With Engine Power checklist. Prepare for ditching by securing or jettisoning heavy objects located in the baggage area. and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5 MHz giving location and intentions and squawk 7700 if a transponder is installed. Avoid a landing flare because of difficulty in judging height over a. water surface. LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight to an airspeed of approximately 65 KIAS with flaps set to 20° by using throttle and elevator trim control . Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusively. At fla.reout, the nose-down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel Consequent- ly, at fla.reout, the elevator trim control should be adjusted toward the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown. FIRES Improper starting procedures involving the excessive use of auxiliary fuel pump operation can cause engine flooding and subsequent puddling of fuel on the parking ramp as the excess fuel drains overboard from the intake ports. This is sometimes experienced in difficult starts in cold weather where preheat service is not available. U this occurs . the airplane should be pushed away from the fuel puddle before another engine start is a.ttempted. Otherwise, there is a possibility of raw fuel accumulations in ( the exhaust system igniting during an engine start, causing a. long flame Crom 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 3-12 1 July 1979 ( ( CESSNA MODELR172K SECTION3 EMERGENCY PROCEDURES Although engine fires are extremely rare in night, the steps of the appropriate checklist should be followed if one is encountered. After completion of thi.s procedure, execute a forced landing as soon as possible. Do not attempt to restart the engine. The initial indication of an electrica.lfire 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 fiight, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds. The following instructions a.ssume that only the electrically-powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. EXECUTING A 180° TURN IN CLOUDS Upon inadvertently entering the clouds, an immediate plan should be made to tum back a.a follows: 1. Note the compass heading. 2. Note the time of the minute hand and observe the position of the sweep second hand on the clock. 3. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the tum coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane. 4. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading. 5. If necessary, adjust heading primarily with skidding motion.a rather than rolling motions so that the compass will rea.d more accurately. 6. Maintain altitude and airspeed by cautious application of elevator 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 fiight by a. 180° turn, a. descent through a cloud deck to VFR conditions may be appropriate . If 1 July 1979 3- 13 SECTION 3 EMERGENCY PROCEDURES CESSNA MODELR172K possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose a.n easterly or westerly heading to minimize compass ca.rd swings due to changing ba.nk angles. In addition, keep hands off the control wheel a.nd steer a. straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading a.nd 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 800 ft/min rate of descent. 2. Adjust mixture a.a required for smooth engine operation. 3. Adjust the elevator trim and rudder trim for a stabilized descent at 75 KIAS. 4. Keep hands off the control wheel. 5. Monitor turn coordinator and ma.ke corrections by rudder a.lone. 6. Adjust rudder trim to relieve unba.la.nced rudder force , if present. ,, · 7. Check trend of compass ca.rd movement and make cautious corrections with rudder to stop the turn. 8. Upon breaking out of clouds, resume normal cruising flight . RECOVERY FROM A SPIRAL DIVE If a. spiral is encountered, proceed as follows: 1. Close the throttle. 2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the tu.rn coordinator with the horizon reference line. 3. Cautiously apply elevator ba.ck pressure to slowly reduce the airspeed to 75 KIAS . 4. Adjust the elevator trim control to maintain a 75 KIAS glide. 5. Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. 6. Clear engine occa.siona.lly, but a.void usin.g enough power to disturb the trimmed glide. 7. Upon breaking out of clouds, resume normal cruising flight. INADVERTENT FLIGHT INTO ICING CONDITIONS Intentional flight into known icing conditions is prohibited in this airplane. During instrument flight; however, icing conditions may be ( encounte red inadvertently and therefore some corrective action will be required as shown in the checklists. Initiation of a climb is usually the best ice avoidance action to take; however, alternatives a.re descent to warmer a.ir or to reverse course. 3-14 1 July 1979 CESSNA MODELR172K SECTION 3 EMERGENCY PROCEDURES STATIC SOURCE BLOCKED If erroneous instrument readings a.re suspected due to water, ice, or other foreign matter in the pressure lines going to the standard external 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 a.a much as 4 knots slower and the altimeter 50 feet lower in cru.ise. 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 tor landing, airspeed errors of up to 10 knots slower with vents open a.nd 4 knots slower with vents closed can be expected. Altimeter errors remain 50 feet low . NOT&_ In a.n emergency on airplanes not equipped with an alternate static source, ca.bin pressure ca.n 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 DffiEC- TION 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 a.ft center of gravity loadings to assure optimum recoveries . 5. HOLD THESE CONTROL INPUTS UNTU. 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. 1 July 1979 3-15 SECTION 3 EMERGENCY PROCEDURES NOTE CESSNA MODELR172K If disorientation precludes a visual determination of the ( direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information. . For additional information on spins a.nd spin recovery, see the discus- s10n under SPINS in Normal Procedures (Section 4). ROUGH ENGINE OPERATION OR LOSS OF POWER SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more BP&;~ plugs be~omin~ fou;ed by carbon or lead deposits . This may be verified br ~rmng the 1~t1on switch momentarily from BOTH to either L or R pos1t1on. An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs a.re the ~?re-likely cause, lean the mixture to the recommended lean setting for cru1sm~ fl~ght .. If the _problem does not clear up in several minutes, determme if a richer mixture setting will produce smoother operation. If not, _pr~c~ed to ~he nearest airport for repairs using the BOTH position of the 1grut1on switch unless extreme roughness dictates the use of a single ignition position. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of mag~eto p~ob~ems. Switching from BOTH to either Lor R ignition switch position will identify which magneto is malfunctioning. Select different ~ower settings and enriohen the mixture to determine if continued opera- tion on BOTH magnetos is practicable. If not, switch to the good magneto a.nd 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 magne - tos, the power should be reduced as required. This condition is an indication of excessive spa.rk plug gaps which, in turn, causes arcing ~ross the magneto points. ENGINE-DRIVEN FUEL PUMP FAILURE Failure of the engine-driven fuel pump will be evidenced by a sudden 7educt~on in the fuel flow indication prior to a loss of power, while >peratmg with adequate fuel in either or both fuel tanks. l-16 1 July 1979 ( CESSNA MODELR172K SECTION3 EMERGENCY PROCEDURES In the event of an engine-driven fuel pump failure during takeoff, immediately hold the auxilia.ry 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, releasing the switch to 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 fl.i .ght, apply full rich mixture and bold the auxiliary fuel pump switch in the HIGH position to re-establish fuel flow . Then the LOW position of the fuel pump switch ma.y 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 IilOH 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 precau- tionary 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 tota.l loss of oil pressure is accompanied by a rise in oil tempera- ture, 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 MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warnin g light; however, the cause of these malfunctions is usually difficult to de termine. Broken or loose alternator wiring is most likely the cause of alternator failures, although other factors could cause the problem . A damag ed or improperly adjusted alternator control unit can also ca.use malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge . The following paragraphs describe the recommended remedy for eac h situation. 1 July 1979 3-17 SECTION 3 EMERGENCY PROCEDURES EXCESSIVE RATE OF CHARGE CESSNA MODELR172K After engine starting and heavy electrical usage at low engine spee ds ( (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 indi'cating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system can be adversely affected by higher than normal voltage . The alternator control unit includes an over-voltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately 31.5 volts. If the over-voltage sensor malfunctions or is improperly adjusted, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, alternator circuit breaker pulled, nones - sential electrical equipment turned off and the flight terminated as soon as practical. INSUFFICIENT RATE OF CHARGE NOTE illumination of the low-voltage light and ammeter dis- charge indications may occur during low RPM conditions with an electrical load on the system, such a.s during a low RPM ta.xi. Under these conditions, the light will go out at higher RPM . The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system . If the over-voltage sensor should shut down the alternator, or if the alternator circuit breaker should trip, a discharge rate will be shown on the ammeter followed by illumination of the low-voltage we.ming light. Since this may be a "nuisance" trip-out, an attempt should be ma.de to reactivate ( the alternator system. To do this, turn the avionics power switch off, check that the alternator circUit breaker is in, then turn both sides of the master switch off and then on a.gain. If the problem no longer exists, normal alternator charging will resume and the low- voltage light will go off. The avionics power switch may then be turned back on. If the light illuminates 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 the landing lights and flaps during landing. 3-18 1 July 1979 I \ CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Introduction . . . . . . . . . . Speeds For Normal Operation 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 . ..... . 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 1 July 1979 AMPLIFIED PROCEDURES Page 4-3 . 4-3 4-5 4-5 4-5 4-5 4-5 4-6 4-6 4-6 4-7 4-7 4 -7 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- 10 4- 10 4- 13 4-1 SECTION4 NORMAL PROCEDURES TABLE OF CONTENTS (Continued) Taxiing ..... Before Takeoff . . Wa.rm-Up Magneto Check Alternator Check Takeoff ..... . Power Check . . Wing Flap Settings Crosswind Takeoff Enroute Climb . . . . CESSNA MODELR172K Cruise . . . . . . . . .. . ... . ...... . Page 4-15 4-15 4-15 4 - 15 4-16 4-16 4-16 4-17 4-17 4-17 4-18 4-19 4-20 4-20 4-22 4-22 4-22 4-22 4-23 4-23 4-23 4-24 4- 24 4-24 4-24 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 Inflight ... .. Hot Weather Operation Noise Abat.ement 4-2 1 July 1979 ( / ( -- , ( I ( CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9 . SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 2550 pounds and may be used for any lesser weight. How eve r, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used . Takeoff, Flaps Up: Norma.I Climb Out . . . . . . . . . . . . . Short Field Takeoff, Flap s 10°. Sp eed a t 50 Fe e t Enroute Climb, Fl a ps Up: Normal . .. ....... . Best Rate of Climb, Sea Level . Best Rate of Climb, 10,000 Fe et Best Angle of Climb , Sea. Level Best Angle of Climb, 10,000 Fe et Landing Approach: Normal Approach, Flaps Up Normal Approach , Flaps 40° Short Field Approach, Flaps 40° Balked Landing: Maximum Power, Flaps 20 ° . . Maximum Recommended Turbulent Air Penetration Speed : 2550 Lbs ........ . ... . . . . 2150 Lbs ...... . ........ . 1750 Lbs .. ....... . ..... . M ax imum Demonstrated Crosswind Ve lo city: Takeoff a.nd Landing . . . . . . . . . . 1 July 1979 75-85 KIAS . 58 KIAS 85-95 KIAS 78 KIAS 73 KIAS 57 KIAS 63 KIAS 65-75 KIAS 60-70 KIAS 60 KIAS 55 KIAS 104 KIAS 95 KIAS 85 KIAS 20 KNOTS 4-3 SECTION 4 CESSNA MODEL R172K NORMAL PROCEDURES 4-4 NOTE Vis u a ll y check a.irpla.ne for general condition d uring walk-a.round inspection . In cold weather, remove even sma.11 accumulations of frost, ice or snow from wing, tail and co ntr ol surfaces . Also, make sure that control surfaces contain no internal accumul ations of ice or debris. Prior to flight, check that pitot heater (if installe d) is warm to touch within 30 seconds with b attery and pitot switches on. If a night flight is planne d, check operation of all lights, and make sure a flashlight is available. Figure 4-1. Preflight Inspection 1 July 1979 ( ( \ I ' ( CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION G) CABIN 1. Pilot's Opera.ting Handbook -- AVAILABLE IN THE AIRPLANE . 2. Control°Wheel Lock -- REMOVE and STOW. 3. Ignition Switch -- OFF. 4. Avionics Power Swi tch -- OFF. 5. Master Switch -- ON . I WARNING When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow anyone else to stand, within the a.re of the propeller, since a. loose or broken wire, or a. component malfunction, could ca.use the propeller to rotate . 6. Fuel Quantity Indicators - - CHECK QUANTITY. 7. Master Switch -- OFF . 8. Fuel Shutoff Valve -- ON (push full in) . 9. Fuel Selector Va.Ive -- BOTH. 10. Trim Controls -- NEUTRAL . 11. Sta.tic Pressure Alternate Source Val ve (if installed) -- OFF. 12. Baggage Door -- CHECK for security, lock with key if child 's seat is to be occupied. @E MP E NNAGE 1. Rudder Gust Lock -- REMOVE. 2. Tail Tie -Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement a.nd security. @ RIGHT WING T ra il i ng Edge 1. Aileron -- CHECK freedom of movement and security . © RIGH T WING 1. Wing Tie-Down - - DISCONNECT. 1 July 1979 4-5 SECTION4 CESSNA MODEL R172K NORMAL PROCEDURES 2. Ma.in Wheel Tire -- CHECK for proper inflation. 3. Before first flight of the day and a.fter ea.ch refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick- / drain valve to check for wa.ter , sediment, a.nd proper fuel grade . \ 4. Fuel Quantity -- CHECK VISUALLY for desired level . 5. Fuel Filler Cap -- SECURE . @NOSE 1. Before first flight of the day and after ea.ch refueling, use sampler cup and drain small quantity of fuel from fuel reservoir quick- drain valve to check for water, sediment, and proper fuel grad e. 2. Static Source Openings (both sides of fuselage) -- CHECK for stoppage. 3. Propeller and Spinner -- CHECK for nicks, security and oil lea.ks. 4. Landing Lights -- CHECK for condition and cleanliness. 5. Nose Wheel Strut and Tire -- CHECK for proper inflation . 6. Nose Tie - Down -- DISCONNECT. 7 . Engine Oil Level -- CHECK. Do not operate with less than six quarts . Fill to eight quarts for extended flight . 8 . Before first flight of the day and after ea.ch refueling, pull out strainer dra.in knob for a.bout four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water t is observed, the fuel system may contain additional water, and \ further draining of the system a.t the strainer, fuel tank sumps, reservoir drain valve and fuel selector drain plug will be neces - sary. !)LEFT WING 1. Ma.in Wheel Tire -- CHECK for proper inflation. 2. Before first flight of day and after ea.ch 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 . z) 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 horn will confirm system op e ra- tion . 4. Wing Tie-Down -- DISCONNECT . 1 July 1979 ( ( I.• CESSNA MODEL R172K @LEFT WING Trailing Edge SECTION 4 NORMAL PROCEDURES 1. Aileron -- CHECK freedom of movement and security. BEFORE STARTING ENGINE 1. Preflight Inspection -- COMPLETE . 2. Seats, Belts, Shoulder H&rilesses -- ADJUST and LOCK . 3. Fuel Shutoff Valve -- ON (push full in) . 4. Fuel Selector Va.Ive -- BOTH. 5. Avionics Power Switch, Autopilot (if installed), Electrical Equip- ment -- OFF. CAUTION The avionics power switch must be OFF during engine start to prevent possible damage to avionics . 6. Brakes -- TEST and SET. 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. j6. Throttle -- ADVANCE to obtain 8- 10 OPH 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 aga.in 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 approximately 15 1 July 1979 4-7 SECTION 4 CESSNA MODEL R172K NORMAL PROCEDURES seconds) . I! still unsuccessful, eta.rt a.ga.in using the nor- mal starting procedure after allowing the sta.rter motor to cool. 10. Throttle -- 800 to 1000 RPM. 11. Oil Pressure -- CHECK . 12. Flashing Bea.con and Navigation Lights -- ON a.s required. 13. Avionics Power Switch -- ON. 14. Radios -- ON . BEFORE TAKEOFF 1. Parking Brake -- SET. 2. Ca.bin Doors -- CLOSED a.nd LOCKED. 3. Flight Controls -- FREE and CORRECT. 4. Flight Instruments -- SET. 5. Fuel Selector Valve -- BOTH. 6. Elevator a.nd 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). b. Propeller·· CYCLE from high to low RPM; return to high RPM (full in). c. Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK (4.5 to 5.4 In. Hg.). e. Throttle -- 1000 RPM or less. 8. Radios -- SET. 9. Autopilot (if inst&lled) -- OFF. 10. Strobe Lights --AS DESIRED. 11. Throttle Friction Lock -- ADJUST. 12. Brakes -- RELEASE . TAKEOFF NORMAL TAKEOFF 1. Wing Flaps -- 0°- 10° (10° preferred). 2. Power -- FULL THROTTLE and 2600 RPM. 3. Mixture -- LEAN for field elevation per fuel flow placard. 4. Eleva.tor Control -- LIFT NOSE WHEEL at 55 KIAS. 5. Climb Speed -- 75-85 KIAS. SHORT FIELD TAKEOFF 1. Wing Flaps -- 10°. 4-8 1 July 1979 ( ( ( I t ( ( CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES 2. Brakes -- APPLY . 3. Power -- FULL THROTTLE and 2600 RPM . 4. Mixture -- LEAN for field elevation per fuel flow placard . 5. Brakes -- RELEASE. 6. Eleva.tor Control -- MAINTAIN SLIGHTLY TAIL-LOW ATTI- TUDE. 7. Climb Speed -- 58 KIAS ( until all obstacles a.re cleared). 8. Wing Flaps -- RETRACT after obstacles a.re cleared. ENROUTE CLIMB 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. MAXIMUM PERFORMANCE CLIMB 1. Airspeed -- 78 KIAS at sea level to 73 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 Fla.p -- 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, Cessna Power Computer or the data in Section 5. 4. Cowl Flap -- CLOSED . DESCENT 1. Fuel Selector Va.Ive -- BOTH. 2. Power -- AS DESIRED. 3. Mixture -- ENRICHEN as required for engine smoothness. 4. Cowl Flap -- CLOSED. BEFORE LANDING 1. Seats, Belts, Shoulder Ha.messes -- ADJUST a.nd LOCK. 2. Fuel Selector Valve -- BOTH. 1 July 1979 4-9 SECTION 4 NORMAL PROCEDURES 3. Propeller -- HIGH RPM. 4. Cowl Flap -- CLOSED . 5. Autopilot (if installed) -- OFF. LANDING NORMAL LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). CESSNA MODELR172K 2. Wing Flaps--AS DESIRED (0° - 10° below 110 KIAS, 10° - 40° below 85 KIAS). 3. Airspeed -- 60-70 KIAS (flaps DOWN). 4. Elevator a.nd Rudder Trim -- ADJUST. 5. Touchdown -- MAIN WHEELS FIRST. 6. Landing Roll -- LOWER NOSE WHEEL GENTLY. 7. Braking -- MINIMUM REQUIRED. SHORT FIELD LANDING 1. Airspeed -- 65-75 KIAS (flaps UP). 2. Wing Flaps -- FULL DOWN (below 85 KlAS) . 3. Airspeed -- MAINTAIN 60 KIAS. 4. Eleva.tor and Rudder Trim -- ADJUST. 5. Power -- REDUCE TO IDLE as obstacle is cleared. 6. Touchdown -- MAIN WHEELS FIRST . 7. Brakes -- APPLY HEAVILY. 8. Wing Flaps -- RETRACT for maximum brake effectiveness. BALKED LANDING 1. Power -- FULL THROTTLE and 2600 RPM. 2. Wing Flaps -- RETRACT to 20°. 3. Airspeed -- 55 KIAS. 4. Wing Flaps -- RETRACT slowly after reaching 65 KIAS. 5. Cowl Flap -- OPEN. AFTER LANDING 1. Wing Flaps -- RETRACT. 2. Cowl Flap -- OPEN. SECURING AIRPLANE 4-10 1. Parking Brake -- SET. 2. Avionics Power Switch, Autopilot (if insta.lled), Electrical Equip- ment -- OFF. 3. Throttle -- IDLE. 1 July 1979 ' ( CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES 4. Mixture -- IDLE CUT-OFF (pull full out). 5. Ignition Switch -- OFF. 6. Master Switch -- OFF. 7. Control Lock -- INSTALL. 8. Fuel Selector Valve -- RIGHT. 1 July 1979 4-11/ (4-12 blank) CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES AMPLIFIED PROCEDURES STARTING ENGINE Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in this section should be followed closely as it is effective under nearly all operating conditions . Conventional full rich mixture and high RPM propeller settings a.re 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 obtainS-10 gal/hr fuel flow. Then close the throttle and turn off the auxiliary fuel pump. Place the ignition switch in the START position . While cranking, slowly advance 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 ha.a started. reset the throttle to the desired idle speed (800-1000 RPM). The continuous-now fuel injection system will inject atomized fuel in the intake ports a.a soon as the throttle a.nd mixture controls a.re opened a.nd the auxiliary fuel pump is turned on. If the auxiliary pump is turned on accidentally while the engine is stopped , with the throttle open a.nd 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 bas been opera.ting. 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 now reaches 10 gal/hr during preparation for engine start. Engine mis - starts characterized by weak, intermittent firing followed by puffs of black smoke from the exhaust are ca.used by overpriming or flooding. This situation is more apt to develop in hot weather, or when the engine is bot. 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 engine away from the starter but dying in 3 to 5 revolutions are the result of an excessively lean mixture a.fter the start a.nd 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 ca.used vapor which prevents a 1 July 1979 4•13 SECTION 4 CESSNA MODEL R172K NORMAL PROCEDURES 4-14 CODE WIND DIRECTION • NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp bra.king when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction . Figure 4-2. Taxiing Diagram 1 July 1979 ( ( ( CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES start, it will be necessary to hold the auxiliary fuel pump switch in the IllGH position for 5 to 10 seconds or more to fiush the vapor through the fuel lines until the fuel now reaches 10 ga.l/hr. Then turn off the pump a.nd proceed with normal starting procedures. If prolonged cranking is necessary, a.llow the starter motor to cool at frequent intervals, since excessive heat ma.y damage the armature . After starting, if the oil pressure gage does not begin to show pres - sure within 30 seconds in norma.l temperatures and 60 seconds in very cold weather, shut off the engine a.nd investigate. La.ck of oil pressure can ca.use serious engine damage. NOTE Additional details concerning cold weather starting a.nd 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 Dia.gram, figure 4- 2) to maintain directiona.I control a.nd be.la.nee. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKEOFF WARM-UP Since the engine is closely cowled for efficient in - flight cooling, precautions should be taken to a.void overheating on the ground. Full throttle checks on the ground a.re not recommended unless the pilot ha.s good reason to suspect that the engine is not turning up properly. MAGNETO CHECK The magneto check should be made at 1800 RPM as follows . Move ignition switch first to R position a.nd note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to L position, note RPM a.nd return the switch to the BOTH position . RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differen- 1 July 1979 4-15 SECTION 4 NORMAL PROCEDURES CESSNA MODELR172K tial between magn e tos. If there is a doubt concerning opera tion of th e ig nition system , RPM checks athigherenginespeed s will usually confirm wheth e r a deficiency exists . An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for s uspi cion that the magneto timing is set in advance of the setting specified. ALTERNATOR CHECK Prior to flight where verification of proper alternator and alternator control unit operation is essential (such as night or in.strument flights), a positive verification can be made by loading the electric al system momentarily (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 alternator control unit are operating properly. TAKEOFF 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 mustbemadeoveragravelsurface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before takeoff RPM is developed, and the gravel 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 sig~icant above 3000 feet and this procedure should always be employed for field elevations greater than 5000 feet above sea level. After full t.hrottle is applied, adjust the throttle friction lock clockwise 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. 4-16 1 July 1979 ( ( ( CESSNA MODELR172K WING FLAP SETTINGS SECTION 4 NORMAL PROCEDURES . Normal takeoffs are accomplished with wing flaps 0°- 10°. Using 10° wmg flaps reduces the ground run and to t al distance ove r an obstacle by approximately 5 percent . If 10° wing flaps are us ed for takeoff, they should be le ft do wn until a.11 obstacles are cleared and a safe flap retraction speed of70 KIAS is r e ached . To clear an obstac le with wing flaps 10° , an obstacle clear ance speed of 58 RIAS should be used . Soft field takeoffs can be performed with 15° flaps by lifting the airplane off the ground a.s soon as practical in a. slightly tail-low attit ude. If no obstacles a.re a.head, the airplane should be leveled off immediatel y t o accelerate to a. safer climb speed. When departing a. soft field with an a.ft C.G. loading, the elev a.tor trim should be adjusted towards the nose down direction to give comfortable control wheel forces during the initial c limb . Flap deflections greater than 15° a.re not approved 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. With the ailerons partially deflected i nto the wind. the airplane is accelerated to a speed slightly hi gher than normal, then pulled off abruptly to prevent possible settling b ac k to the runway while drifting. When clear of the ground, make a coordin a ted turn into the wind to correct for drift. ENROUTE CLIMB I';Jormal climbs a.re performed a.t 85-95 KIAS w ith flaps up and maxunum power for the best combination of engine cooling, r a te of climb and forward visibility. The mixture should be leaned in accordance with the fuel flow plac a rd . If it is necessary to climb rapidly to c lear mountains or reach fa vorable winds or better ~ea.ther 3:t high altitudes, the best rate-of-c limb speed should be used.1:h1s speed lS 78 KIAS a.t sea level , decreasing to 73 KIAS at 10,000 feet . Ma.xunum power should be used and the mixture should be leaned according to the fuel flow placard. If an obstruction a.head requires a steep climb angle, a be st angle-of- 1 July 1979 4-17 SECTION4 NORMAL PROCEDURES CESSNA MODELR172K ?lim b speed should be used with fia.ps up and maximum power. This speed 1s 57 KIAS at sea level, increasing to 63 KIAS at 10,000 feet . CRUISE Normal cruising i~ performed between 60% and 80% power. The engine RPM a.nd corresponding fuel consumption for various altitu d es 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 stabilized. This. is to ensure proper seating of the rings and is a.ppllcable to new engines, and engines in service follow- ing cylinder replacement or top overhaul of one or more cylin ders. . The C~ise Performance Table, figure 4-3, illustrates the advantage of h1~~r altitude on_ b_oth true airspeed and nautical miles per gallon. In addition, the ~enefic1_al 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, a.long with the available winds a.loft information, to determine the mo~t favo_rable 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 factors 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 80 % POWER 70% POWER 60% POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG 3000 Feet 126 11.2 119 12.0 110 12.9 6000 Feet 130 11.5 122 12.3 112 13.1 9000 Feet -- - -- - 125 12.6 114 13.3 Standard Conditions Zero Wind Figure 4-3. Cruise Performance Table 4-18 1 July 1979 ( ( ( ' CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES green a.re range for a given percent power that will provide smooth engine operation. The cowl flap should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the normal opera.ting range (green a.re). For best fuel economy at 70% power or le\S, the engine may be operated at one gallon per hour leaner than shown m this handbook and on the power computer. This will result in approximately 8% greater range than shown in this handbook accompanied by approximately a. 4 knot decrease in speed. The fuel injection system employed on this engine is considered to be non- icing. In the event that unusual conditions cause the intake air filter to become clogged or iced over, an alternate intake air valve opens automati- cally for the most efficient use of either normal or alternate air depending on the a.mount of filter blockage . LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT} Exhaust gas temperature (EGT) as shown on the optional Cessna. Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at 80% power or less. To adjust the mixture , using this indicator, lean to establish the peak EGT as a. reference point and then enrichen the mixture by a. d esire d increment based on figure 4-4. Continuous 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 ha.ndbook a.ccompa.nied by approximate- ly a 4 knot decrease in speed. NOTE Operation on the lean side of peak EGT is not approved. MIXTURE EXHAUST GAS DESCRIPTION TEMPERATURE RECOMMENDED LEAN (Pilot's Operating Handbook so°F Rich of Peak EGT and Power Computer) BEST ECONOMY Peak EGT (70% Power or Less) Figure 4-4. EGT Table 1 July 1979 4-19 SECTION 4 NORMAL PROCEDURES CESSNA MODEL R172K When leaning the mixture , if a distinct peak is not obtained, use the corresponding maximum EGT as a reference point for enrichening the mixture to the desired cruise setting. Any change in altitude or power will ( require a recheck of the EGT indication. STALLS The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations. Power off stall speeds at ma.xi.mum weight for both forward and aft C.G. are presented in Section 5. SPINS Intentional spins a.re approved in this airplane within certain restrict- ed loadings. Spins with baggage loadings or occupied rear seat(s) a.re uot approved. However , before attempting to perform spins several items should be I carefully considered to assure a safe flight. No spins should be attempted without first having received dual instruction both in spin entries and spin recoveries from a. qualified instructor who is familiar with the spin characteristics of the Cessna Rt 72K. The cabin should be clean and all loose equipment (including the microphone and rear seat belts) should be stowed or secured. For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should also be secured. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated light conditions. However, care should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels . It is recommended that, where feasible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level. At least 1000 feet of altitude loss should be allowed for ~ 1- turn spin and recovery, while a 6-turn spin and recovery may reqwre somewhat more than twice that amount. For example, the recommended entry altitude for a 6-turn spin would be 6000 feet above ground level. In any case, entries should be planned so that recoveries are completed well ( above the minimum 1500 feet above ground level required by FAR 91.71. Another reason for using high altitudes for practicing spins is that a greater field of view is provided which will assist in maintaining pilot orientation. 4-20 1 July 1979 ., CESSNA MODELR172K SECTION4 NORMAL PROCEDURES The nonna.l entry is made from a power-off stall.. As the stall is approached, the elevator control should be smoothly pulled to the ~11 aft position . Just prior to reaching the stall "break" , rudder control m the desired direction of the spin rotation should be applied so that full rudder deflection is reached almost simultaneously with rea.ching full aft eleva- tor. A slightly greater rate of deceleration than f_or no~al sta.11 entries, application of ailerons in the direction o~ the desued s~m, and t~e use of power at the entry will assure more consistent and positive 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 recovery is initiated. An inadvertent relaxation of either of these controls could result in the development of a nose-down spira.l. 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 steel? a.ttitu_de. Application of re_covery controls will produce prompt recoveries (within 1/4 turn). During ex- tended spins of two to three turns or more, the spin will tend to change into a spira.l, particularly to the right. This will be accompanied by an inorease in airspeed and gravity loads on the airplane. If this occurs, recovery should be accomplished quickly by leveling 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 AILER- ONS ARE NEUTRAL . 2. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIBEC- TION OF ROTATION. 3. JUST .AFI'ER THE RUDDER REACHES THE STOP , MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE s·r ALL . 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 may be referred to for this information. Variation in basic airplane rigging or in weight and balance due to installed equipment or right seat occupancy can cause differences in behavior, particularly in extended spins. These differences are normal and 1 July 1979 4-21 SECTION4 NORMAL PROCEDURES CESSNA MODELR172K will result in variations in the spin characteristics and in the spiraling tendencies for spins of more than 2 turns. However, the aforementioned recovery technique should always be used and will result in the most expeditious recovery from any spin . Intenti~na.l spins with n _a.ps extended a.re prohibited, since the high speeds which may occur during recovery a.re potentially damaging to the nap/ wing structure. LANDING NORMAL LANDING Norma.I landing approaches can be made with power- on or power- off a.t speeds of 65-75 KIAS with flaps up, and 60-70 KIAS with flaps down. Surface winds and air turbulence a.re usually the primary factors 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 ma.in wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to a.void unnecessary nose gear loads . This proce - dure is especially important in rough or soft field landings. SHORT FIELD LANDING For a short field landing in smooth a.ir conditions, make an approach at 60 KIAS with full flaps using enough power to control the glide pa.th. (Slightly higher approach speeds should be used under turbulent air conditions .) After all approach obstacles are cleared , progressively reduce power a.nd maintain the approa-ch speed by lowering the nose of the airplane. Touchdown should be ma.de with power-off and on the ma.in wheels first. Immediately after touchdown, lower the nose wheel and apply heavy bra.king a.s required . For maximum brake effectiveness, retra-ct the flaps, hold the control wheel full ha.ck, and apply maximum brake pre ssure without sliding the tires. CROSSWIND LANDING { When landing in a. strong crosswind, use the minimum na.p setting required for the field length.. If flap settings greater than 20 ° a.re used in sideslips with full rudder deflection, some elevator oscillation may be felt 4-22 1 July 1979 CESSNA MODELR172K SECTION4 NORMAL PROCEDURES at normal approach speeds. However, this does not affect control of the airplane. Although the crab or combination method of drift 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 . BALKED LANDING In a balked landing (go-a.round) climb, reduce the wing fl a p setting to 20 ° immediately after full power is applied and maintain 55 KIAS until immediate obstacles a.re cleared. Then slowly retract the wing flaps after accelerating to an airspeed of 65 KIAS . If obstacles must b e cleared during the go-a.round 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 naps may be retracted a.s 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 prop e ller through several times by hand to " break loose " or " limber " the oil, thus c onserving 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 ca.use the engine to fire. Starting can be expedited by switching the auxiliary fuel pump to filGH position and advancing the throttle for a fuel flow of 8-10 gal./ hr. for 3 to 6 seconds . In extremely cold (-18°0 and lower) weather, the use of a.n external pr e h e ater and an external power source are recommended whenever possible to obtain positive starting and to reduce wea.r 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 starting in extr em e ly c old temperatures . When using an external power source , the position of th e master switch is important. Refer to Section 9 , Supplements, for Ground Service Plug Receptacle operating details . 1 July 1979 4-23 SECTION 4 NORMAL PROCEDURES CESSNA MODELR172K For quick, smooth engine starts in very cold tempera.tu.res, use six strokes of the manual primer before cranking , with an additional one or two strokes as the engine starts. WARM-UP In very cold weather, no oil temperature indication need be apparent before takeoff. After a. suitable warm-up period (2 to 5 minutes at 1000 ~PM), with cylinder head temperatures at bottom of green a.re, the engine 1s ready for takeoff it it accelerates smoothly and the oil pressure is nonna.l and steady. INFLIGHT ~~ing let-down, ?bs~rve engine temperatures closely and carry sufflc1ent power to ma.mta.m them in the recommended operating range. HOT WEATHER OPERATION Refer to the general warm temperature starting information under Starting Engine in this section . A void prolonged engine operation on the ground . NOISE ABATEMENT Incre ased 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 environment&l im- provement, by applic.a.tion 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 area.s should make every effort to fiy not less than 2000 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 ma.de so as to a.void prolonged flight at low altitude near noise - sensitive areas . ( NOTE The above recommended procedures do not apply where 4-24 1 July 1979 ( ) CESSNA MODELR172K SECTION 4 NORMAL PROCEDURES they would conflict with Air Traffic Control clearances or instructions , or where, in the pilot's judgment, an altitude of less than 2000 feet is necessary for him to adequately exercise his duty to see and a.void other a.ircra.ft. The certificated noise level for the Model Rl 72K at 2550 p o unds ma.ximum weight is 74.1 dB(A). No determination has been made by th e Federal A via.ti on Administration tha.t the noise levels of this a.irplane ar e or should be accepta.ble or unacceptable for operation at, into, or out of, a ny airport . 1 July 1979 4-25 / (4-26 blank) ( CESSNA MODELR172K SECTION 5 PERFORMANCE SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction . . . . . . . Use Of Performance Charts Sample Problem . Takeoff . Cruise ..... .. . Fuel Required Landing . . . . . . . . ... Demonstrated Operating Temperature . . . . . . . . Figure 5-1, Airspeed Calibration - Normal Stati c 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, Maximum Rate Of Climb . . . . . . . . . . Figure 5-6, Time, Fuel , And Distance To Climb - Maximum Rate Of Climb . . . . . . . . . . . . . . . . Time, Fuel, And Distance To Climb - Normal Climb F