172N Pilot Operating Handbook

8/2/2019 172N Pilot Operating Handbook

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P IL O T'S O P E R A T IN G H A N D B O O K

~Cessna. 1 9 7 8S k y h a w k

CESSNA MODEL 172N


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PERFORMANCE-SPECIFICATIONS CESSNAMODEL 172N

P E R FO R M A N C E - S P E CIF IC A T IO N SMaximum at Sea Level . . . . . . . . . . . . . . . 125KNOTSCruise, 75% Power at 8000 Ft 122KNOTSCRUISE: Recommended lean mixture with fuel allowance forengine start, taxi, takeoff, climb and 45minutesreserve at 45% power.75%Power at 8000Ft . .40 Gallons Usable Fuel75% Power at 8000Ft . . .50 Gallons Usable FuelMaximum Range at 10,000Ft40 Gallons Usable FuelMaximum Range at 10,000Ft50 Gallons Usable FuelRATE OF CLIMB AT SEA LEVELSERVICE CEILING .TAKEOFF PERFORMANCE:Ground Roll . . . . . . . .Total Distance Over 50-Ft ObstacleLANDING PERFORMANCE:Ground Roll . . . . . . . . . .Total Distance Over 50-Ft ObstacleSTALL SPEED (CAS):Flaps Up, Power OffFlaps Down, Power Off . .MAXIMUMWEIGHT .....STANDARD EMPTY WEIGHT:Skyhawk .Skyhawk II .MAXIMUMUSEFUL LOAD:Skyhawk .Skyhawk II .BAGGAGE ALLOWANCEWING LOADING: Pounds/ Sq FtPOWER LOADING: Pounds/HPFUEL CAPACITY: TotalStandard TanksLong Range Tanks . .OIL CAPACITY . . . . .ENGINE: Avco Lycoming160BHP at 2700RPMPROPELLER: Fixed Pitch, Diameter

SPEED:

RangeTimeRangeTime RangeTimeRangeTime

485NM4.1HRS630 NM5.3HRS575NM5.7 HRS750 NM7.4 HRS770FPM14,200FT805 FT1440FT520 FT1250FT50KNOTS44 KNOTS2300LBS1393LBS1419LBS907 LBS881 LBS120LBS13.214.443GAL.54GAL.6 QTS0-320-H2AD75 IN.

P IL OT 'S O PE RA TIN G H AN D B O OK

~Cessna.

S K Y l H A W K1978 MODEL 172N

Serial No. _Registration No. _

THIS H AN DB OO K IN CLUD ES THE M ATER IAL RE QUIR EDTO BE FURNISHED TO THE PILOT BY CAR PART 3

COPYRIGHT @ 1977CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

01109-1-13 Change 1


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CONGRATULATIONS CESSNAMODEL 172N

CONGRATULATIONS Welcome to the ranks of Cessna owners! Your Cessna has been designed andconst ructed to give you the most in per formance, economy, and comfor t. It isour desire thatyou wil l f ind f ly ing it , e ither for bus iness or p leasure, a pleasant and profi tab le exper ience.This Pilot's Operating Handbook has been prepared asa guide to help you get the mostpleasure and utility from your airplane. It contains information about your Cessna'sequipment , operat ing procedures, and per formance; and suggest ions for i ts servicing andcare. We urge you to read it from cover to cover, and to refer to it frequently.Our interest in your flying pleasure has not ceased with your purchase of a Cessna.World-wide, the Cessna Dealer Organization backed by the Cessna Customer Services

Department stands ready to serve you. The following services are offered by most CessnaDealers: THE CESSNA WARRANTY, which provides coverage for par ts and labor, is available atCessna Dealers worldwide. Spec if ic benefits and provisions of warranty , p lus otherimportant benefits for you, are contained in your Customer Care Program book,supplied with your a irplane. Warranty service isavailab le to you atauthorized Cessna

Dealers throughout the world upon presentat ion of your Customer Care Card whiches tabl ishes your e ligib ili ty under the warranty. FACTORY TRAINED PERSONNEL to provide you with courteous expert service. FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurateworkmanship. A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIR-PLANES, since Cessna Dealers have all of the Service Manuals and Parts Catalogs, keptcur rent by Service Letters and Service News Letters, published by Cessna Aircr aftCompany.

We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.A cur rent Cessna Dealer Directory accompanies your new airplane. The Directory isrev ised f requentl y, and a current copy can be obta ined f rom your Cessna Dealer . Make yourDirectory one of your cross-country flight planning aids; a warm welcome awaits you atevery Cessna Dealer.

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CESSNAMODEL 172NTABLE OF CONTENTS

TABLE OF CONTENTSSECTION

GENERAL 1LIM ITATIONS 2EMERGENCY PROCEDURES 3NORMAL PROCEDURES .'." 4PERFORMANCE. 5WE IGHT & BALANCE /

EQU IPMENT LIST 6AIRPLANE & SYSTEMS

DESCR IPTIONS 7A I RPLAN E\HAN DLI NG ,

SERVICE & MAl NTENANCE 8SUPPLEMENTS

(Optional Systems Description& Operating Procedures) 9

This handbook will be kept current by Service Letter s published by Cessna Airc~aftCompany, These are distributed to Cessna Dealers and. t.o those ~h~ subscr .lbethrough the Owner Follow-Up System. If you are not recelv~ng subsc.rlpt,on servl.ce,you will want to keep in touch with your Cessna Dealer fo~ mformat'~n concer nmgthe change status of the handbook. Subsequent changes Wi ll be ma~e Inthe f~rm ofstickers. These should be examined and attached to the appropriate page In thehandbook immediately after receipt; the handbook should not be used foroperational purposes until it has been updated to a curr ent status.

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CESSNAMODEL172N SECTION 1GENERAL

S E C T IO N 1G E N E R A L

TABLE OF CONTENTSPage

Three View 1-2Introduction 1-3Descriptive Data 1-3Engine 1-3Propeller 1-3Fuel . . . 1-300 14Maximum Certifica,~~,w.eights 1-5Standard Airplane yv~ghts . . 1-5Cabin And Entry Dimensions . 1-5Baggage Space And Entry Dimensions 1-5Specific Loadings 1-5Symbols, Abbreviations And Terminology . 1-6General Airspeed Terminology And Symbols 1-6Meteorological Terminology 1-6Engine Power Terminology . . . . . . . . 1-7Airplane Performance And Flight Planning Terminology 1-7Weight And Balance Terminology . . . . . . . . . . . 1-8

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SECTION 1GENERAL CESSNAMODEL 172N

NOTES:1. Wing span shown with strobe lights

installed.2. Maximum height shown wit h nose

gear depressed, a ll t ires and nosestrut properly infla ted, and flash-ingbeacon Installed.

3. Wheelbaselengthis 65".4. Propeller ground clearance is11 3/4".5 . W ing a rea is 1 74 s qu ar e f ee t.6. Mi ni mum tu rnmg r ad iu s ( *pi vo t p om tt o out board wmg t ip ) i s27 ' 5Y. z" ,

PIVOT POINT PIVOT POINT

36'

Figure 1-1. Three View1-2

CESSNAMODEL172N SECTION 1GENERAL

INTRODUCTIONThis handbook contains 9 sections, and includes the material requiredto be furnished to the pilot by CAR Part 3.Italso contains supplementaldata supplied by Cessna Aircraft Company.Section 1 provides basic data and information of general interest. Italso contains definitions or explanations of symbols, abbreviations, andterminology commonly used.

DESCRIPTIVE DATAENGINENumber of Engines: 1.Engine Manufacturer: Avco Lycoming.Engine Model Number: 0-320-H2AD.Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally-opposed, carburetor equipped, four-cylinder engine with 320 cu. in.displacement.Horsepower Rating and Engine Speed: 160rated BHP at 2700RPM.

PROPELLERPropeller Manufacturer: McCauley Accessory Division.Propeller Model Number: 1C160/DTM7557.Number of Blades: 2.Propeller Diameter, Maximum: 75inches.Minimum: 74 inches.Propeller Type: Fixed pitch.

FUELApproved Fuel Grades (and Colors):100LLGrade Aviation Fuel (Blue).100(Formerly 100/130)Grade Aviation Fuel (Green).

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SECTION 1GENERAL CESSNA CESSNAMODEL172N MODEL172N SECTION 1GENERAL

Fuel Capacity:Standard Tanks:Total Capacity: 43gallons.Total Capacity Each Tank: 21.5gallons.Total Usable: 40gallons.Long Range Tanks:Total Capacity: 54gallons.Total Capacity Each Tank: 27gallons.Total Usable: 50gallons.NOTE

To ensure maximum fuel capacity when refueling, placethe fuel selector valve in either LEFTor RIGHTposition toprevent cross-feeding.

OILOil Grade (Specification):MIL-L-6082Aviation Grade Straight Mineral Oil: Use to replenishsupply during first 25 hours and at the first 25-hour oil change.Continue to use until a total of 50hours has accumulated or oilconsumption has stabilized.

NOTEThe airplane was delivered from the factory with a corro-sion preventive aircraft engine oil. This oil should bedrained after the first 25hours of operation.

MIL-L-22851Ashless Dispersant Oil: This oil must beused after first50hours or consumption has stabilized.Recommended Viscosity for Temperature Range:MIL-L-6082Aviation Grade Straight Mineral Oil:SAE 50 above 16C(60F).SAE 40between -1C(30F) and 32C(90F).SAE 30between -18C (0F) and 21C (70F).SAE 20below -12C(10F).MIL-L-22851Ashless Dispersant Oil:SAE 40or SAE 50 above 16C(60F).SAE 40between -1C (30F) and 32C (90F).SAE 30or SAE 40between -18C(OF)and 21C(70F).SAE 30below -12C(10F).Oil Capacity:Sump: 6 Quarts.Total: 7 Quarts (if oil filter installed).

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MAXIMUM CERTIFICATED WEIGHTSTakeoff, Normal Category: 23001bs.Utility Category: 2000lbs.Landing. Normal Category: 2300lbs.Utility Category: 2000lbs.Weight in Baggage Compartment, Normal Category:Baggage Area 1 (or passenger on child's seat) - Station 82to 108:120lbs. See note below.Baggage Area 2 - Station 108to 142: 50lbs. See note below.

NOTEThe maximum combined weight capacity for baggageareas 1 and 2 is 120lbs.

Weight in Baggage Compartment, Utility Category: In this category, thebaggage compartment and rear seat must not be occupied.

STANDARD AIRPLANE WEIGHTSStandard Empty Weight, Skyhawk: 1393lbs.Skyhawk II: 1419lbs.Maximum Useful Load:Normal Category9071bs.8811bs.

Utility Category6071bs.5811bs.Skyhawk:Skyhawk II:

CABIN AND ENTRY DIMENSIONSDetailed dimensions ofthe cabin interior and entry door openings are

illustrated in Section 6.

BAGGAGE SPACE AND ENTRY DIMENSIONSDimensions of the baggage area and baggage door opening areillustrated in detail in Section 6.

SPECIFIC LOADINGSWingLoading: 13.2Ibs./sq. ft.POwerLoading: 14.4lbs./hp.

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SECTION 1GENERAL CESSNA CESSNAMODEL172N MODEL172N

SYMBOLS, ABBREVIATIONS ANDTERMINOLOGY

KCASGENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

KIAS

KTAS

VNE

Knots Calibrated Airspeed is indicated airspeed correctedfor position and instrument error and expressed in knots.Knots calibrated airspeed is equal to KTAS in standardatmosphere at sea level.Knots Indicated Airspeed is the speed shown on theairspeed indicator and expressed in knots.Knots True Airspeed is the airspeed expressed in knotsrelative to undisturbed air which is KCAS corrected foraltitude and temperature.Manuevering Speed is the maximum speed at which youmay use abrupt control travel.

StandardTempera-turePressureAltitude

SECTION 1GENERAL

Itis expressed in either degrees Celsius (formerly Centi-grade) or degrees Fahrenheit.Standard Temperature is 15Cat sea level pressure alti-tude and decreases by 2C for each 1000feet of altitude.

Pressure Altitude is the altitude read from an altimeterwhen the altimeter's barometric scale has been set to 29.92inches of mercury (1013mb).

ENGINE POWERTERMINOLOGYBHPRPMStatic

Maximum Flap Extended Speed is the highest speed RPMpermissible with wing flaps in a prescribed extendedposition.Maximum Structural Cruising Speed is the speed thatshould not beexceededexcept in smooth air, then onlywithcaution.Never Exceed Speed is the speed limit that may not beexceeded at any time.Stalling Speed or the minimum steady flight speed atwhich the airplane is controllable.Stalling Speed or the minimum steady flight speed atwhich 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 inthe greatest gain ofaltitude in a given horizontal distance.Best Rate-of-Climb Speed is the speed which results in thegreatest gain in altitude in a given time.

OATMETEOROLOGICAL TERMINOLOGY

Outside Air Temperature is the free air static temperature.

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Brake Horsepower is the power developed by the engine.Revolutions Per Minute is engine speed.Static RPM is engine speed attained during a full-throttleengine runup when the airplane is on the ground andstationary.

AIRPLANE PERFORMANCE AND FLIGHT PLANNINGTERMINOLOGYDemon-stratedCrosswindVelocityUsable FuelUnusableFuelGPH

NMPG

g

Demonstrated Crosswind Velocity is the velocity of thecrosswind component for which adequate control of theairplane during takeoff and landing was actually demon-strated during certification tests. The value shown is notconsidered to be limiting.Usable Fuel is the fuel available for flight planning.Unusable Fuel is the quantity offuel that can not besafelyused in flight.Gallons Per Hour is the amount of fuel (in gallons)consumed per hour.Nautical Miles Per Gallon is the distance (in nauticalmiles) which can beexpected per gallon offuel consumedat a specific engine power setting and/ or flight configura-tion.g is acceleration due to gravity.

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SECTION 1GENERAL CESSNA CESSNAMODEL 172N MODEL172N

WEIGHT AND BALANCE TERMINOLOGYReferenceDatum

Station

Arm

Moment

Center ofGravity(C.G.)

C.G.Arm

C.G.Limits

StandardEmptyWeightBasic EmptyWeightUsefulLoadGross(Loaded)WeightMaximumTakeoffWeight

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Reference Datum is an imaginary vertical plane fromwhich all horizontal distances are measured for balance

MaximumLandingWeightpurposes. TareStation is a location along the airplane fuselage given interms ofthe distance from the reference datum.Arm is the horizontal distance from the reference datum tothe center of gravity (C.G.)of an item.Moment is the product ofthe weight ofan item multipliedby its arm. (Moment divided by the constant 1000is used inthis handbook to simplify balance calculations by reduc-ing the number of digits.)Center of Gravity is the point at which an airplane, orequipment, would balance if suspended. Its distance fromthe reference datum is found bydividing the total momentby the total weight of the airplane.Center of Gravity Arm is the arm obtained by adding theairplane's individual moments and dividing the sum bythe total weight.Center ofGravity Limits are the extreme center ofgravitylocations within which the airplane must be operated at agiven weight.

Standard Empty Weight is the weight of a standard air-plane, including unusable fuel, full operating fluids andfull engine oil.Basic Empty Weight is the standard empty weight plus theweight of optional equipment.Useful Load is the difference between takeoff weight andthe basic empty weight.Gross (Loaded)Weight is the loaded weight ofthe airplane.

Maximum Takeoff Weight is the maximum weight ap-proved for the start of the takeoff run.

SECTION 1GENERAL

Maximum Landing Weight is the maximum weight ap-proved for the landing touchdown.

Tare is the weight ofchocks, blocks, stands, etc.used whenweighing an airplane, and is included in the scale read-ings. Tare is deducted from the scale reading to obtain theactual (net) airplane weight.

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CESSNAMODEL172N

SECTION 2LIMITATIONS

TABLE OF CONTENTSIntroduction . . . . . . . .Airspeed LimitationsAirspeed Indicator MarkingsPower Plant LimitationsPower Plant Instrument MarkingsWeight Limits . . . . .Normal Category . .Utility CategoryCenter Of Gravity LimitsNormal CategoryUtility CategoryManeuver LimitsNormal CategoryUtility CategoryFlight Load Factor LimitsNormal Category . . .

Utility CategoryKinds Of Operation LimitsFuel LimitationsPlacards .

SECTION 2LIMITATIONS

Page2-32-42-52-52- 62- 62- 62-72-72-72-72-72-72-72-82-82-82-92-92-10

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CESSNAMODEL172N SECTION 2LIMITATIONS

INTRODUCTIONSection 2 includes operating limitations, instrument markings, andbasic placards necessary for the safe operation ofthe airplane, its engine,standard systems and standard equipment. The limitations included inthis section have been approved by the Federal Aviation Administration.When applicable, limitations associated with optional systems or equip-ment are included in Section 9.

NOTEThe airspeeds listed in the Airspeed Limitations chart(figure 2-1) and the Airspeed Indicator Markings chart(figure 2-2)are based onAirspeed Calibration data shownin Section 5with the normal static source. If the alternatestatic source is being used, ample margins should beobserved to allow for the airspeed calibration variationsbetween the normal and alternate static sources as shownin Section 5.

Your Cessna is certificated under FAA Type Certificate No. 3A12 asCessna Model No. 172N.

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SECTION 2LIMITATIONS CESSNAMODEL 172N

AIRSPEED LIMITATIONSAirspeed limitations and their operational significance are shown infigure 2-1.Maneuvering speeds shown apply to normal category opera-tions. The utility category maneuvering speed is shown onthe operationallimitations placard.

SPEED KCAS KIAS REMARKS

VNE Never Exceed Speed 158 160 Do not exceed this speed inany operation.VNO Maximum Structural 126 128 Do not exceed this speedCruising Speed except in smooth air, and

then only wi th caution.VA Maneuvering Speed:2300 Pounds 96 97 Do not make full or abrupt

1950 Pounds 88 89 control movements above1600 Pounds 80 80 this speed.

VFE Maximum Flap Extended 86 85 Do not exceed this speedSpeed with flaps down.Maximum Window Open 158 160 Do not exceed th is speedSpeed with w indows open.

Figure 2-1. Airspeed Limitations

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CESSNAMODEL172N SECTION 2LIMITATIONS

AIRSPEED INDICATOR MARKINGSAirspeed indicator markings and their color code significance areshown in figure 2-2.

MARKING KIAS VALUE SIGNIFICANCEOR RANGEWhite Arc 41 - 85 Ful l Flap Operating Range. Lower

limit is maximum weight VSo inlanding configuration. Upper limitis maximum speed permissible withflaps extended.

Green Arc 47 - 128 Normal Operating Range. Lower l imitis maximum weight Vs at most fo~w~rdC.G. wi th f laps ret rac ted. Upper l imitis maximum structural cruis ing speed.

Yellow Arc 128 - 160 Operations must be conducted withcaution and only in smooth air.

Red Line 160 Maximum speed for all operations.

Figure 2-2. Airspeed Indicator Markings

POWER PLANT LIMITATIONSEngine Manufacturer: Avco Lycoming.Engine Model Number: 0-320-H2AD.Engine Operating Limits for Takeoff and Continuous Operations:Maximum Power: 160BHP.Maximum Engine Speed: 2700RPM.

NOTEThe static RPM range at full throttle (carburetor heat offand full rich mixture) is 2280to 2400RPM.

Maximum Oil Temperature: 118C(245F).Oil Pressure, Minimum: 25psi.Maximum: 100psi.Propeller Manufacturer: McCauley Accessory Division.Propeller Model Number: 1C160/DTM7557.Propeller Diameter, Maximum: 75 inches.Minimum: 74inches.

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SECTION 2LIMITATIONS CESSNA CESSNAMODEL 172N MODEL172NSECTION 2LIMITATIONS

POWER PLANT INSTRUMENT MARKINGSPower plant instrument markings and their color code significanceare shown in figure 2-3.

RED LINE GREEN ARC YELLOW ARC RED LINEINSTRUMENT MINIMUM NORMAL CAUTION MAXIMUM

LIMIT OPERATING RANGE LIMIT

Tachometer - - - 2200 - - - - 2700 RPM2700 RPM

Oil Temperature - - - 100-245F - - - 245F

Oil Pressure 25 psi 60-90 psi - - - 100 psi

Carburetor Air - - - - - - -15 to 5C - - -Temperature

Figure 2-3. Power Plant Instrument Markings

WEIGHT LIMITSNORMAL CATEGORYMaximum Takeoff Weight: 2300Ibs,Maximum Landing Weight: 23001bs.Maximum Weight in Baggage Compartment:Baggage Area 1 (or passenger on child's seat) - Station 82to 108:120

Ibs. See note below.Baggage Area 2 - Station 108to 142: 50 lbs, See note below.NOTE

The maximum combined weight capacity for baggageareas 1and 2 is 120Ibs,

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UTILITY CATEGORYMaximum Takeoff Weight: 2000Ibs.Maximum Landing Weight: 20001bs.Maxilllum Weight in Baggage Compartment: In the utility category, thebaggage compartment and rear seat must be not occupied.

CENTER OF GRAVITY LIMITSNORMAL CATEGORYCenter of Gravity Range:Forward: 35.0inches aft of datum at 1950lbs, or less, with straight linevariation to 38.5inches aft of datum at 2300 lbs.Aft: 47.3inches aft of datum at all weights.Reference Datum: Lower portion of front face of firewall.UTILITY CATEGORYCenter of Gravity Range:Forward: 35.0inches aft ofdatum at 1950lbs, or less, with straight linevariation to 35.5inches aft of datum at 2000 lbs,Aft: 40.5inches aft of datum at all weights.Reference Datum: Lower portion of front face of firewall.

MANEUVER LIMITSNORMAL CATEGORY

This airplane is certificated in both the normal and utility category.The normal category is applicable to aircraft intended for non-aerobaticoperations. These include any maneuvers incidental to normal flying,stalls (except whip stalls), lazy eights, chandelles, and turns inwhich theangle ofbank is not more than 60.Aerobatic maneuvers, including spins,are not approved.UTILITY CATEGORY

This airplane is not designed for purely aerobatic flight. However, inthe acquisition ofvarious certificates such as commercial pilot and flightinstructor, certain maneuvers are required by the FAA. All of thesemaneuvers are permitted in this airplane when operated in the utilitycategory.

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SECTION 2LIMITATIONS CESSNA.CESSNAMODEL172NMODEL172NSECTION 2LIMITATIONS

In the utility category, the baggage compartment and rear seat mustnot beoccupied. No aerobatic maneuvers are approved except those listedbelow:MANEUVER RECOMMENDEDENTRY SPEED*Chandelles .Lazy EightsSteep TurnsSpinsStalls (Except Whip Stalls)

105knots105knots95knotsSlow DecelerationSlow Deceleration*Abrupt use of the controls is prohibited above 97knots.

Aerobatics that may impose high loads should not be attempted. Theimportant thing to bear inmind in flight maneuvers is that the airplane isclean in aerodynamic design and will build up speed quickly with the nosedown. Proper speed control is an essential requirement for execution ofany maneuver, and care should always be exercised to avoid excessivespeed which in turn can impose excessive loads. In the execution of allmaneuvers, avoid abrupt use of controls. Intentional spins with flapsextended are prohibited.

FLIGHT LOAD FACTOR LIMITSNORMAL CATEGORYFlight Load Factors (Gross Weight - 2300lbs.):*Flaps Up . . . +3.8g,-1.52g*Flaps Down . . . . . . . . . . . . . . . . . +3.0g

KINDS OF OPERATION LIMITSThe airplane is equipped for day VFR and may be equipped for nightVFR and/ or IFR operations. FAR Part 91 establishes the minimumrequired instrumentation and equipment for these operations. The refer-ence to types of flight operations on the operating limitations placardreflects equipment installed at the time of Airworthiness Certificate

issuance.Flight into known icing conditions is prohibited.

FUEL LIMITATIONS2 Standard Tanks: 21.5U.S. gallons each.Total Fuel: 43U.S. gallons.Usable Fuel (all flight conditions): 40U.S. gallons.Unusable Fuel: 3 U.S. gallons.2Long Range Tanks: 27U.S. gallons each.Total Fuel: 54U.S. gallons.Usable Fuel (all flight conditions): 50U.S. gallons.Unusable Fuel: 4 U.S. gallons.

NOTETo ensure maximum fuel capacity when refueling, placethe fuel selector valve in either LEFTorRIGHTposition toprevent cross-feeding.

NOTETakeoff and land with the fuel selector valve handle in theBOTH position.

Approved Fuel Grades (and Colors):"The design load factors are 150%of the above, and in all cases, the 100LLGrade Aviation Fuel (Blue).structure meets or exceeds design loads. 100(Formerly 100/130) Grade Aviation Fuel (Green).UTILITY CATEGORYFlight Load Factors (Gross Weight - 20001bs.):*Flaps Up . . . +4.4g,-1.76g*Flaps Down . . . . . . . . . . . . . . . . . +3.0g

*The design load factors are 150%of the above, and in all cases, thestructure meets or exceeds design loads.

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SECTION 2LIMITATIONS CESSNACESSNAMODEL 172}jMODEL172N SECTION 2LIMITATIONSPLACARDS 2. Forward of fuel selector valve:

The following information is displayed in the form of composite 01

indiv1.iduaIP

lacards. [--------------------------------------------------------~BOTHTANKS ONFORIn full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, TAKEOFF & LANDINGshown on the example below, will vary as the airplane isequipped.)

This airplane must beoperated in compliance with the operatinglimitations as stated in the form of placards, markings, andmanuals.

--------MAXIMUMS--------Normal CategoryMANEUVERING SPEED (lAS) 97knotsGROSS WEIGHT ..... 2300lbs. .FLIGHT LOAD FACTOR

Flaps Up +3.8,-1.52Flaps Down +3.0...

Utility Category97knots20001bs.+4.4,-1.76+3.0

Normal Category - No Acrobatic maneuvers including spinsapproved.Utility Category -Baggage compartment and rear seat must notbe Occupied.

--NO ACROBATIC MANEUVERS APPROVED--EXCEPT THOSE LISTED BELOWManeuverChandellesLazy EightsSteep Turns

Recm. Entry Speed105knots105knots95knots

Maneuver Recm. Entry SpeedSpins " Slow DecelerationStalls (exceptwhip stalls) Slow DecelerationAltitude loss in stall recovery -- 180feet.Abrupt use of the controls prohibited above 97knots.Spin Recovery: opposite rudder - forward elevator - neutralizecontrols. Intentional spins with flaps extended are prohibited. Flightinto known icing conditions prohibited. This airplane is certified forthe following flight operations as of date of original airworthinesscertificate:

DAY - NIGHT - VFR - IFR

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3. On the fuel selector valve (standard tanks):

BOTH - 40GAL. ALL FLIGHT ATTITUDESLEFT - 20GAL. LEVEL FLIGHT ONLYRIGHT - 20GAL. LEVEL FLIGHT ONLYOFF

On the fuel selector valve (long range tanks):

BOTH- 50GAL.ALL FLIGHT ATTITUDESLEFT - 25GAL.LEVEL FLIGHT ONLYRIGHT - 25GAL. LEVEL FLIGHT ONLYOFF

4. Near fuel tank filler cap (standard tanks):

FUEL100LL/l00 MIN. GRADEAVIATION GASOLINECAP. 21.5U.S. GAL.

Near fuel tank filler cap (long range tanks):

FUEL100LL/l00 MIN. GRADEAVIATION GASOLINECAP. 27U.S. GAL.

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SECTION 2LIMITATIONS CESSNi SSNAMODEL 172)~VEL 172NSECTION 3EMERGENCY PROCEDURES

SECTION 3L.- AV_O_ID_SL_IP_S_WI_TH_F_LA_P_S_X_TE_ND_E_D ~ E M E R G E N C Y P R DC E D U R E S

5. Near flap indicator:

6. In baggage compartment:

120POUNDS MAXIMUMBAGGAGE AND/OR AUXILIARY PASSENGERFORWARD OFBAGGAGE DOORLATCH

TABLE OF CONTENTS Page

50 POUNDS MAXIMUMBAGGAGE AFT OF BAGGAGE DOOR LATCH

Introduction . . . . . . . . . . . . . . . . . . .Airspeeds For Emergency Operation .OPERATIONAL CHECKLISTS

3-3. 3-3

MAXIMUM 120POUNDS COMBINED Engine Failures . . . . . . . . . . . . . .Engine Failure During Takeoff RunEngine Failure Immediately After TakeoffEngine Failure During Flight .Forced Landings . . . . . . . . . . . . . .Emergency Landing Without Engine PowerPrecautionary Landing With Engine PowerDitching .Fires .During Start On GroundEngine Fire In Flight . .Electrical Fire In FlightCabin Fire .Wing Fire .ICing .Inadvertent Icing Encounter .....Static Source Blockage (Erroneous Instrument ReadingSuspected) . . . . . . . . . . . . . .Landing With A Flat Main Tire . . . . . . .Electrical Power Supply System MalfunctionsOver-Voltage Light Illuminates .....Ammeter Shows Discharge . . . . . . .

3-33-33- 43- 43- 43- 43- 43-53-53-53- 63- 63- 63-73-73-7

FOR ADDITIONAL LOADING INSTRUCTIONSSEE WEIGHT AND BALANCE DATA

3- 83- 83- 83- 83-9

AMPLIFIED PROCEDURESEngine Failure .Forced Landings . . . . . . . .Landing Without Elevator ControlFlres .

3-113-123-123-12

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SECTION 3EMERGENCY PROCEDURES CESSN, CESSNAMODEL 1721r,10DEL172NSECTION 3EMERGENCY PROCEDURES

TABLE OF CONTENTS (Continued)Emergency Operation In Clouds (Vacuum System Failure)Executing A 1800Turn In Clouds .Emergency Descent Through CloudsRecovery From A Spiral DiveFlight In Icing Conditions .Static Source Blocked .Spins .Rough Engine Operation Or Loss Of PowerCarburetor Icing ..

Spark Plug Fouling .Magneto Malfunction . . . . . . . . .Low Oil Pressure .Electrical Power Supply System MalfunctionsExcessive Rate Of Charge .Insufficient Rate Of Charge . . . . . . .

INTRODUCTIONPag3-13-13-13-13-13-13-13-1,3 - 1 1 .3 - 1 13 - 1 13 - 1 13-1'3-1'3 - 1 ' .

Section 3provides checklist and amplified procedures for coping withemergencies that may occur. Emergencies caused by airplane or enginemalfunctions are extremely rare if proper preflight. inspections ~ndmaintenance are practiced. Enroute weather emergencres can be mmim-ized or eliminated by careful flight planning and good judgment whenunexpected weather is encountered. However, should an emergency arise,the basic guidelines described in this section should be considered andapplied as necessary to correct the problem. Emergency. proce~uresassociated with ELTand other optional systems can be found IIISection 9.

AIRSPEEDS FOR EMERGENCY OPERATIONEngine Failure After Takeoff:Wing Flaps Up . .Wing Flaps DownManeuvering Speed:2300Lbs1950Lbs ..1600Lbs ....Maximum Glide:2300Lbs ....Precautionary Landing With Engine PowerLanding Without Engine Power:Wing Flaps Up . .Wing Flaps Down .... 65KIAS60KIAS

65KIAS60KIAS97KIAS89KIAS80KIAS65KIAS60KIAS

OPERATIONAL CHECKLISTSENGINE FAILURESENGINE FAILURE DURING TAKEOFF RUN

1. Throttle -- IDLE.2. Brakes -- APPLY.3. Wing Flaps -- RETRACT.4. Mixture -- IDLE CUT-OFF.5. Ignition Switch -- OFF.6. Master Switch -- OFF.

3~ 3~


17/73

SECTION 3EMERGENCY PROCEDURES CESSNJ ESSNAMODEL 172~~ODEL 172NSECTION 3EMERGENCY PROCEDURES

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF1. Airspeed -- 65KIAS (flaps UP).60KIAS (flaps DOWN).2. Mixture -- IDLE CUT-OFF.3. Fuel Selector Valve -- OFF.4. Ignition Switch -- OFF.5. Wing Flaps -- AS REQUIRED.6. Master Switch -- OFF.

ENGINE FAILURE DURING FLIGHT1. Airspeed -- 65KIAS.2. Carburetor Heat -- ON.3. Fuel Selector Valve -- BOTH.4. Mixture -- RICH.5. Ignition Switch --BOTH (or START if propeller is stopped).6. Primer -- IN and LOCKED.

FORCED LANDINGSEMERGENCY LANDING WITHOUT ENGINE POWER

1. Airspeed -- 65KIAS (flaps UP).60KIAS (flaps DOWN).2. Mixture -- IDLE CUT-OFF.3. Fuel Selector Valve -- OFF.4. Ignition Switch -- OFF.5. Wing Flaps -- AS REQUIRED (40 recommended).6. Master Switch -- OFF.7. Doors -- UNLATCH PRIOR TOTOUCHDOWN.8. Touchdown -- SLIGHTLY TAIL LOW.9. Brakes -- APPLY HEAVILY.

PRECAUTIONARY LANDING WITH ENGINE POWER1. Wing Flaps -- 20.2. Airspeed -- 60KIAS.3. Selected Field --FLYOVER, noting terrain and obstructions, thenretract flaps upon reaching a safe altitude and airspeed.4. Avionics Power Switch and Electrical Switches -- OFF.5. Wing Flaps -- 40 (on final approach).6. Airspeed -- 60KIAS.7. Master Switch -- OFF.8. Doors -- UNLATCH PRIOR TOTOUCHDOWN.

3-4

9. Touchdown -- SLIGHTLY TAIL LOW.10. Ignition Switch -- OFF.1~. Brakes -- APPLY HEAVILY.DITCHING

1. Radio --TRANSMITMAYDAYon 121.5MHz,giving location andintentions.2. Heavy Objects (in baggage area) -- SECURE OR JETTISON.3. Approach -- High Winds, Heavy Seas -- INTO THE WIND.Light Winds, Heavy Swells -- PARALLEL TOSWELLS.

4. Wing Flaps -- 20- 40.5. Power -- ESTABLISH 300FT/MIN DESCENT AT 55KIAS.NOTE

Ifno power is available. approach at65 KIAS with flaps upor at 60 KIAS with 10fJ1.ps.6. Cabin Doors -- UNLATCH.7. Touchdown -- LEVELATTITUDE AT ESTABLISHED RATE OFDESCENT.8. Face -- CUSHION at touchdown with folded coat.9. Airplane -- EVACUATE through cabin doors. Ifnecessary, openwindow and flood cabin to equalize pressure so doors can be

opened.10. Life Vests and Raft -- INFLATE.

FIRESDURING START ON GROUND

1. Cranking --CONTINUE, toget a start which would suck the flamesand accumulated fuel through the carburetor and into the engine.If engine starts:2. Power -- 1700RPM for a few minutes.3. Engine -- SHUTDOWNand inspect for damage.Ifengine fails to start:4. Throttle -- FULL OPEN.5. Mixture -- IDLE CUT-OFF.

3-5


18/73

SECTION 3EMERGENCYPROCEDURES CESSN, CESSNAMODEL1721MODEL172NSECTION3EMERGENCYPROCEDURES

6.7.

Cranking -- CONTINUE.Fire Extinguisher --OBTAIN(have ground attendants obtain if n,installed).Engine -- SECURE.a. Master Switch -- OFF.b. Ignition Switch -- OFF.c. Fuel Selector Valve -- OFF.Fire --EXTINGUISHusing fire extinguisher, woolblanket, or dirFire Damage -- INSPECT, repair damage or replace damagecomponents or wiring before conducting another flight.

8.

9.10.

ENGINE FIRE IN FLIGHT1.2.3.4.5 .

Mixture -- IDLECUT-OFF.Fuel Selector Valve -- OFF.Master Switch -- OFF. 4.Cabin Heat and Air -- OFF (except overhead vents).Airspeed -- 100KIAS (If fire is not extinguished, increase glidiWINGspeed to find an airspeed which will provide an Incombustibhmixture). 1.Forced Landing --EXECUTE(as described inEmergency Landini 2.Without Engine Power). 3.6.ELECTRICAL FIRE IN FLIGHT

1. Master 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 available).

WARNINGAfter discharging an extinguisher within a closed cabin,ventilate the cabin.

Iffire appears out and electrical power is necessary for continuance 0flight:

3-6

6. Master Switch -- ON.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 delay arteieach until short circuit is localized.

11. Vents/Cabin Air/Heat -- OPENwhen it is ascertained that fire iscompletely extinguished.CABIN FIRE

1. Master Switch -- OFF.2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).3. Fire Extinguisher -- ACTIVATE (if available).

I WARNING IAfter discharging an extinguisher within a closed cabin,ventilate the cabin.Land the airplane as soon as possible to inspect for damage.FIRENavigation Light Switch -- OFF.Pitot Heat Switch (if installed) -- OFF.Strobe Light Switch (if installed) -- OFF.

NOTEPerform a sideslip to keep the flames away from the fueltank and cabin, and land as soon as possible using flapsonly as required for final approach and touchdown.

ICINGINADVERTENT ICING ENCOUNTER

1. Turn pitot heat switch ON (if installed).2. Turn back or change altitude to obtain an outside air temperaturethat is less conducive to icing.3. Pull cabin heat control full out and open defroster outlet toobtainmaximum windshield defroster airflow. Adjust cabin air control toget maximum defroster heat and airflow.4. Open the throttle to increase engine speed and minimize ice build-up on propeller blades.5. Watch for signs of carburetor air filter ice and apply carburetor

3-7


19/73


20/73

CESSNAMODEL 172NSECTION 3EMERGENCY PROCEDURES

AMPLIFIED PROCEDURESENGINE FAILURE

Ifan engine failure occurs during the takeoff run, the most importantthing todois stop the airplane onthe remaining runway. Those extra itemson the checklist will provide added safety after a failure of this type.Prompt lowering ofthe nose tomaintain airspeed and establish a glideattitude is the first response to an engine failure after takeoff. In most

cases, the landing should be planned straight ahead with only smallchanges in direction to avoid obstructions. Altitude and airspeed areseldom sufficient to execute a 1800gliding turn necessary to return totherunway. The checklist procedures assume that adequate time exists tosecure the fuel and ignition systems prior to touchdown.After an engine failure inflight, the best glide speed as shown in figure3-1should be established as quickly as possible. While gliding toward asuitable landing area, an effort should bemade to identify the cause ofthefailure. Iftime permits, an engine restart should be attempted as shown inthe checklist. If the engine cannot be restarted, a forced landing withoutpower must be completed.

z~ 8000~--~---+--~~--~1---~"~~=-~a:UJI-UJ>o10I-J:< . : lUJJ:

* SPEED 65 KIAS2000t--~*"+---t---t--I * PROPelLER WINDMILLING* flAPS UP * ZERO WiND

2 4 10 204 16 1812GROUND DISTANCE - NAUTICAL MILESFigure 3-1. Maximum Glide

3 - 1 1 j


21/73

SECTION 3EMERGENCY PROCEDURES CESSNA CESSNAMODEL 172N MODEL172N SECTION 3EMERGENCY PROCEDURES

FORCED LANDINGS. I~ all attempts t? resta:rt the engine fail and a forced landing isimminent, select a suitable field and prepare for the landing as discussedunder the Emergency Landing Without Engine Power checklist.

Before attempting an "off airport" landing with engine power avarla.ble, one should fly over the landing area at a safe but low altitude toinspectthe 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 locatedm the baggage area and collect folded coats for protection of occupants'face .at touchdown. Transmit Mayday message on 121.5MHz givinglocation and intentions. Avoid a landing flare because of difficulty injudging height over a water surface.

LANDING WITHOUT ELEVATOR CONTROLTrim for horizontal flight (with an airspeed ofapproximately 60KIASand flaps set to 20) by using throttle and elevator trim controls. Then dono~ ch~nge the elevator trim control setting; control the glide angle byadjusting power excluarvely.At flareout, the nose-down moment resulting frompower reduction isan adverse factor and the airplane may hit onthe nose wheel.Consequent-ly, at flareout, the elevator trim control should beadjusted toward the fullnose-up position and the power adjusted sothat the airplane will rotate to

the horizontal attitude for touchdown. Close the throttle at touchdown.

FIRESAlthough engine fires are extremely rare in flight, the steps of theappropriate checklist should be followed if one is encountered. Aftercompletion of this procedure, execute a forced landing. Donot attempt torestart the engine.The initial indication ofan electrical fire is usually the odorofburninginsulation. The checklist for this problem should result in elimination ofthe fire.

3-12

EMERGENCY OPERATION IN CLOUDS(Vacuum System Failure)

In the event ofa vacuum system failure during flight. the directionalindicator and attitude indicator will be disabled. and the pilot will have torely on the turn coordinator if he inadvertently flies into clouds. Thefollowing instructions assume that only the electrically-powered turncoordinator is operative, and that the pilot is not completely proficient ininstrument flying.

EXECUTING A 1800 TURN IN CLOUDSUpon inadvertently entering the clouds, an immediate plan should bemade to turn back as follows:1. Note the compass heading.2. Note the time of the minute hand and observe the position of thesweep 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 coordinatorsymbolic airplane wing opposite the lower left index mark for 60seconds. Then roll back to level flight by leveling the miniatureairplane.4. Check accuracy of the turn by observing the compass headingwhich should be the reciprocal of the original heading.5. If necessary. adjust heading primarily with. skidding motionsrather than rolling motions so that the compass will read moreaccurately.6. Maintain altitude and airspeed by cautious application ofelevator

control. Avoid overcontrolling bykeeping the hands offthe controlwheel as much as possible and steering only with rudder.

EMERGENCY DESCENT THROUGH CLOUDSIf conditions preclude reestablishment ofVFR flight by a 180turn. adescent through a cloud deck to VFR conditions may be appropriate. IfPOssible,obtain radio clearance for an emergency descent through clouds.To guard against a spiral dive, choose an easterly or westerly heading tominimize compass card swings due to changing bank angles. In addition,keep hands off the control wheel and steer a straight course with rudderControl by monitoring the turn coordinator. Occastona.lly check thecompass heading and make minor corrections to hold an approximatecourse. Before descending into the clouds, set up a stabilized let-downCondition as follows:

3-13


22/73

SECTION 3EMERGENCY PROCEDURES CESSNJ1CESSNAMODEL 172~lVIODEL172N SECTION 3EMERGENCY PROCEDURES

Apply full rich mixture.Use full carburetor heat.Reduce power to set up a 500to 800ft/min rate of descent.Adjust the elevator trim and rudder trim (if installed) for istabilized descent at 70-80KIAS.Keep hands off the control wheel.Monitor turn coordinator and make corrections by rudder alone.Check trend of compass card movement and make caution, With the alternate static source on, adjust indicated airspeed slightlycorrections with rudder to stop the turn. during climb or approach according to the alternate static source airspeedUpon breaking out of clouds, resume normal cruising flight. calibration table in Section 5, appropriate to vent/window(s) configura-

tion, causing the airplane to be flown at the normal operating speeds.

1.2 .3.4.5.6.7.8.

RECOVERY FROM A SPIRAL DIVEMaximum airspeed and altimeter variation fromnormal is 4knots and30 feet over the normal operating range with the window(s) closed. Withwindow(s) open, larger variations occur near stall speed. However,Close the throttle. maximum altimeter variation remains within 50 feet of normal.Stop the turn by using coordinated aileron and rudder control t(align the symbolic airplane in the turn coordinator with ththorizon reference line.Cautiously apply elevator back pressure to slowly reduce thr 5 P I N Sairspeed to 80KIAS.

Adjust the elevator trim control to maintain an 80KIAS glide. Should an inadvertent spin occur, the following recovery procedureKeep hands off the control wheel, using rudder control to hold a should be used:straight heading. Adjust rudder trim (if installed) to relieveunbalanced rudder force.Apply carburetor heat.Clear engine occasionally, but avoid using enough power tcdisturb the trimmed glide.Upon breaking out of clouds, resume normal cruising flight.

Ifa spiral is encountered, proceed as follows:1.2.

3.4.5.

6.7.8 .

FLIGHT IN ICING CONDITIONSFlight into icing conditions is prohibited. An inadvertent encounterwith these conditions can best be handled using the checklist proceduresThe best procedure, of course, is to turn back or change altitude to escapeicing conditions.

STATIC SOURCE BLOCKEDIf erroneous readings of the static source instruments (airspeedaltimeter and rate-of-climb) are suspected, the alternate static sourcevalve should be pulled on, thereby supplying static pressure to theseinstruments from the cabin.

3-14

NOTEIn an emergency on airplanes not equipped with analternate static source, cabin pressure can be supplied tothe static pressure instruments by breaking the gtaes inthe face of the rate-of-climb indicator.

1.2 . RETARD THROTTLE TO IDLE POSITION.PLACE AILERONS IN NEUTRAL POSITION.3 . APPLYANDHOLD FULLRUDDEROPPOSITE TOTHE DIREC-TION OFROTATION.JUST AFTER THE RUDDER REACHES THE STOP,MOVETHECONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO

BREAK THE STALL. Full down elevator may be required at aftcenter of gravity loadings to assure optimum recoveries.HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.Premature relaxation ofthe control inputs may extend the recov-ery.AS ROTATION STOPS, NEUTRALIZE RUDDER, ANDMAKEASMOOTHRECOVERY FROMTHE RESULTING DIVE.

4.

5 .

6 .NOTE

If disorientation precludes a visual determination of thedirection of rotation, the symbolic airplane in the turncoordinator may be referred to for this information.For additional information on spins and spin recovery, see the discus-sion under SPINS in Normal Procedures (Section 4).

3-15


23/73

SECTION 3EMERGENCY PROCEDURES CESSNAMODEL 172N

ROUGH ENGINE OPERATION OR LOSS OFPOWERCARBURETOR ICING

Agradual loss ofRPMand eventual engine roughness may result fromthe formation ofcarburetor ice. Toclear the ice,apply full throttle and pullthe carburetor heat knob full out until the engine runs smoothly; thenremove carburetor heat and readjust the throttle. Ifconditions require thecontinued use ofcarburetor heat in cruise flight, use the minimum amountof heat necessary to prevent ice from forming and lean the mixture forsmoothest engine operation.SPARK PLUG FOULING

A slight engine roughness in flight may be caused by one or morespark plugs becoming fouled by carbon or lead deposits. This may beverified by turning the ignition switch momentarily fromBOTHto either Lor R position. An obvious power loss in single ignition operation isevidence ofspark plug or magneto trouble. Assuming that spark plugs arethe more likely cause, lean the mixture tothe recommended lean setting forcruising flight. If the problem does not clear up in several minutes,determine ifa richer mixture setting will produce smoother oneration. Ifnot, proceed to the nearest airport for repairs using the BOTHposition ofthe ignition switch unless extreme roughness dictates the use of a singleignition position.MAGNETO MALFUNCTION

A sudden engine roughness or misfiring is usually evidence ofmagneto problems. Switching from BOTHto either Lor R ignition switchposition will identify which magneto is malfunctioning. Select differentpower settings and enrichen the mixture to determine if continued opera-tion on BOTHmagnetos is practicable. Ifnot, switch to the goodmagnetoand proceed to the nearest airport for repairs.LOW OIL PRESSURE

Iflow oil pressure is accompanied bynormal oil temperature, there isa possibility the oil pressure gage or relief valve ismalfunctioning. Aleakin 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 ofoil from the engine sump. However, a landing at the nearest airport wouldbe advisable to inspect the source of trouble.Ifa total loss of oil pressure is accompanied by a rise in oil tempera-ture, there is good reason to suspect an -ngtne failure is imminent. Reduce

3-16

CESSNArJIODEL172N SECTION 3EMERGENCY PROCEDURES

engine power immediately and select a suitable forced landing field. Useonly the minimum power required to reach the desired touchdown spot.

ELECTRICAL POWER SUPPLY SYSTEMMALFUNCTIONSMalfunctions in the electrical power supply system can bedetected byperiodic monitoring of the ammeter and over-voltage warning light;however, the cause ofthese malfunctions is usually difficult to determine.A broken alternator drive belt or wiring is most likely the cause ofalternator failures, although other factors could cause the problem. Adamaged or improperly adjusted voltage regulator can also causemalfunctions. Problems of this nature constitute an electrical emergencyand should be dealt with immediately. Electrical power malfunctionsusually fall into two categories: excessive rate ofcharge and insufficientrate of charge. The following paragraphs describe the recommendedremedy for each situation.

EXCESSIVE RATE OF CHARGEAfter engine starting and heavy electrical usage at low engine speeds(such as extended taxiing) the battery condition will be low enough toaccept above normal charging during the initial part ofa flight. However,after thirty minutes of cruising flight, the ammeter should be indicatingless than two needle widths of charging current. Ifthe charging rate were

to remain above this value ona long flight, the battery wouldoverheat andevaporate the electrolyte at an excessive rate. Electronic components inthe electrical system could be adversely affected by higher than normalvoltage if a faulty voltage regulator is causing the overcharging. Topreclude these possibilites, an over-voltage sensor will automaticallyshut down the alternator and the over-voltage warning light will illumi-nate ifthe charge voltage reaches approximately 31.5volts. Assuming thatthe malfunction was only momentary, an attempt should be made toreactivate the alternator system. Todothis, turn the avionics power switchoff, then turn both sides of the master switch offand then on again. Iftheproblem no longer exists, normal alternator charging will resume and thewarning light will gooff. The avionics power switch should then beturnedon. Ifthe light comes on again, a malfunction is confirmed. In this event,the flight should be terminated and/ or the current drain on the batteryminimized because the battery can supply the electrical system for only alimited period of time. If the emergency occurs at night, power must beConserved for later use of the landing lights and flaps during landing.INSUFFICIENT RATE OF CHARGE

If the ammeter indicates a continuous discharge rate in flight, the

3-17


24/73

SECTION 3EMERGENCY PROCEDURES CESSNAMODEL 172:N

alternator is not supplying power to the system and should be shut downsince the alternator field circuit may beplacing an unnecessary load on thssystem. All nonessential equipment should be turned off and the fligh:terminated as soon as practical.

3-18

CESSNAMODEL172NSECTION 4NORMAL PROCEDURES

SECTION 4NORMAL PROCEDURES

TABLE OF CONTENTS PageIntroduction . . . . . . . . .Speeds For Normal Operation 4-3. 4-3

CHECKLIST PROCEDURESPreflight InspectionCabin .....EmpennageRight Wing, Trailing EdgeRight WingNose .Left Wing .Left Wing, Leading EdgeLeft Wing, Trailing EdgeBefore Starting EngineStarting EngineBefore Takeoff . . .Takeoff .Normal Takeoff

Short Field TakeoffEnroute Climb .Cruise .Descent .Before LandingLanding ....Normal LandingShort Field LandingBalked LandingAfter Landing . .Securing Airplane

4-54-54- 54- 54- 54-54-64-64-64- 64-74-74-74-74-84-84-84-84-84-94-94-94-94-94-9

AMPLIFIED PROCEDURESStarting EngineTaxiing ....

4-114-11

4-1


25/73

SECTION 4NORMAL PROCEDURES

TABLE OF CONTENTS (Continued)Before Takeoff ....Warm-UpMagneto CheckAlternator CheckTakeoff .Power Check . .Wing Flap SettingsShort Field TakeoffCrosswind TakeoffEnroute ClimbCruiseStalls .Spins .LandingNormal LandingShort Field LandingCrosswind Landing .Balked LandingColdWeather OperationStarting .....Flight OperationsHot Weather OperationNoise Abatement

4-2

CESSNAMODEL 172N

Page4-134-134-134-134-134-134-144-144-154-154-154-174-174-194-194-194-204-204-204-204-224-234-23

O " E l SSNAMODEL172N SECTION 4NORMAL PROCEDURES

INTRODUCTIONSection 4provides checklist and amplified procedures for the conductofnormal operation. Normal procedures associated with optional systemscan be found in Section 9.

SPEEDS FOR NORMAL OPERATIONUnless otherwise noted, the following speeds are based ona maximum

weight of 2300pounds and may be used for any lesser weight. However, toachieve the performance specified in Section 5 for takeoff distance, thespeed appropriate to the particular weight must be used.Takeoff, Flaps Up:Normal Climb Out . . . . . . . . . . . . .Short Field Takeoff, Flaps Up, Speed at 50 FeetEnroute Climb, Flaps Up:Normal, Sea Level . . . . .Normal, 10,000Feet . . . . .Best Rate of Climb, Sea LevelBest Rate of Climb, 10,000FeetBest Angle ofClimb, Sea LevelBest Angle ofClimb, 10,000FeetLanding Approach:Normal Approach, Flaps UpNormal Approach, Flaps 40Short Field Approach, Flaps 40Balked Landing:Maximum Power, Flaps 20 ...Maximum Recommended Turbulent Air Penetration Speed:2300Lbs .1950Lbs .1600Lbs .Maximum Demonstrated Crosswind Velocity:Takeoff or Landing . . . . . . . . . . .

70-80KIAS59KIAS75-85KIAS70-80KIAS73KIAS68KIAS59KIAS61KIAS60-70KIAS55-65KIAS60KIAS55KIAS97KIAS89KIAS80KIAS

15KNOTS

4-3


26/73

SECTION 4NORMALPROCEDURES CESSNA.MODEL 172N

NOTEVisually check airplane for general condition duringwalk-around inspection. In cold weather, remove evensmall accumulations of frost, ice or snow from wing, tailand control surfaces. Also, make sure that control surfacescontain no internal accumulations of ice or debris. Prior toflight, check that pitot heater (if installed) iswarm totouchwithin 30 seconds with battery and pitot heat switches on.If a night flight is planned, check operation of all lights,and make sure a flashlight is available.

Figure 4-1. Preflight Inspection

4-4

CESSNAr,40DEL 172NSECTION 4NORMAL PROCEDURES

CHECKLIST PROCEDURES

PREFLIGHT INSPECTIONCDCABIN

1. Control Wheel Lock -- REMOVE.2. Ignition Switch -- OFF.3. Avionics Power Switch -- OFF.4. Master Switch -- ON.5. Fuel Quantity Indicators -- CHECK QUANTITY.6. Master Switch -- OFF.7. Baggage Door -- CHECK, lock with key if child's seat is to beoccupied.

EMPENNAGERudder Gust Lock -- REMOVE.Tail Tie-Down -- DISCONNECT.Control Surfaces -- CHECK freedom ofmovement and security.

1.2.3. RIGHT WING TrailingEdge1. Aileron -- CHECK freedom of movement and security.

@ ) RIGHT WING1. Wing Tie-Down -- DISCONNECT.2. Main Wheel Tire -- CHECK for proper inflation.3. Before first flight of the day and after each refueling, use samplercup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment, and proper fuel grade.4. Fuel Quantity -- CHECK VISUALLY for desired level.5. Fuel Filler Cap -- SECURE.

NOSE1: Engine Oil Level -- CHECK, do not operate with less than fourquarts. Fill to six quarts for extended flight.2. Before first flight of the day and after each refueling, pull outstrainer drain knob for about four seconds to clear fuel strainer ofpossible water and sediment. Check strainer drain closed. Ifwateris observed, the fuel system may contain additional water, andfurther draining of the system at the strainer, fuel tank sumps, andfuel selector valve drain plug will be necessary.

4-5


27/73

SECTION 4NORMAL PROCEDURES CESSNAMODEL 172N

3. Prop~ller ~nd Spinner -- CHECK for nicks and security.4. Landing Lightts) -- CHECK for condition and cleanliness.5. Car~uretor Air Filter -- CHECK for restrictions by dust or otherforeign matter.6. Nose Wheel Strut and Tire -- CHECK for proper inflation.7. Nose Tie-Down -- DISCONNECT.8. Static Source Opening (left side of fuselage) -- CHECK for stop-page.

@lEFTWING1. Main Wheel Tire -- CHECK for proper inflation.2. Before first flight of the day and after each refueling, use samplercup. and drain small quantity of fuel from fuel tank sump quick-dram valve. to check for water, sediment and proper fuel grade.3. Fuel QuantIty -- CHECK VISUALLY for desired level.4. Fuel Filler Cap -- SECURE.

0lEFT WING leading Edge1. 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 thesystem, place a clean handkerchief over the vent opening andapply suction; a sound from the warning horn will confirm systemoperation.4. Wing Tie-Down -- DISCONNECT.

@lEFT WING TrailingEdge1. Aileron -- CHECK for freedom of movement and security.

BEFORE STARTING ENGINE1.2.3.4.

Preflight Inspection -- COMPLETE.Seats, Belts, Shoulder Harnesses -- ADJUST and LOCK.Fuel Selector Valve -- BOTH.Avionics Power Switch, Autopilot (if installed), Electrical Equip-ment -- OFF.CAUTION

The avionics power switch must be OFF during enginestart to prevent possible damage to avionics.5. Brakes -- TEST and SET.6. Circuit Breakers -- CHECK IN.

4-6

CJi;SSNAMODEL172NSECTION 4NORMAL PROCEDURES

STARTING ENGINE1. Mixture -- RICH.2. Carburetor Heat -- COLD.3. Master Switch -- ON.4. Prime -- AS REQUIRED (2 to 6 strokes; none if engine is warm).5. Throttle -- OPEN 1/8 INCH.6. Propeller Area -- CLEAR.7. Ignition Switch -- START (release when engine starts).8. Oil Pressure -- CHECK.

BEFORE TAKEOFF1. Parking Brake -- SET.2. Cabin Doors and Window(s) -- CLOSED and LOCKED.3. Flight Controls -- FREE and CORRECT.4. Flight Instruments -- SET.5. Fuel Selector Valve -- BOTH.6. Mixture -- RICH (below 3000feet).7. Elevator Trim and Rudder Trim (if installed) -- TAKEOFF.8. Throttle -- 1700RPM.a. Magnetos -- CHECK (RPMdrop should not exceed 125RPMoneither magneto or 50RPM differential between magnetos).

b. Carburetor Heat -- CHECK (for RPM drop).c. Engine Instruments and Ammeter -- CHECK.d. Suction Gage -- CHECK.9. Avionics Power Switch -- ON.10. Radios -- SET.11. Autopilot (if installed) -- OFF.12. Air Conditioner (if installed) -- OFF.13. Flashing Beacon, Navigation Lights and/ or Strobe Lights --ONas

required.14. Throttle Friction Lock -- ADJUST.15. Brakes -- RELEASE.

TAKEOFFNORMAL TAKEOFF

1. Wing Flaps -- UP.2. Carburetor Heat -- COLD.3. Throttle -- FULL OPEN.4. Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS).5. Climb Speed -- 70-80KIAS.

4-7


28/73

SECTION 4NORMAL PROCEDURES CESSNA. CESSNAMODEL 172N r,fODEL172NSECTION 4NORMAL PROCEDURES

SHORT FIELD TAKEOFF1. Wing Flaps -- UP.2. Carburetor Heat -- COLD.3. Brakes -- APPLY.4. Throttle -- FULL OPEN.5. Mixture --RICH (above 3000feet,LEAN toobtain maximum RPM).6. Brakes -- RELEASE.7. Elevator Control -- SLIGHTLY TAIL LOW.8. Climb Speed -- 59 KIAS (until all obstacles are cleared).

ENROUTE CLIMB1. Airspeed -- 70-85KIAS.

NOTEIfa maximum performance climb is necessary, use speedsshown in the Rate Of Climb chart in Section 5.

2. Throttle -- FULL OPEN.3. Mixture --RICH (above 3000feet, LEAN toobtain maximum RPM).

CRUISE1. Power -- 2200-2700RPM (no more than 75% is recommended).2. Elevator and Rudder Trim (if installed) -- ADJUST.3. Mixture -- LEAN.

DESCENT1. Mixture --ADJUST for smooth operation (full rich for idle power).2. Power -- AS DESIRED.3. Carburetor Heat -- AS REQUIRED (to prevent carburetor icing).

BEFORE LANDING1. Seats, Belts, Harnesses -- SECURE.2. Fuel Selector Valve -- BOTH.3. Mixture -- RICH.4. Carburetor Heat -- ON (apply full heat before closing throttle).5. Autopilot (if installed) -- OFF.6. Air Conditioner (if installed) -- OFF.

4-8

LANDINGNORMAL LANDING

1. Airspeed -- 60-70KIAS (flaps UP).2. Wing Flaps -- AS DESIRED (below 85KIAS).3. Airspeed -- 55-65KIAS (flaps DOWN).4. Touchdown -- MAINWHEELS FIRST.5. Landing Roll-- LOWER NOSE WHEEL GENTLY.6. Braking -- MINIMUM REQUIRED.SHORT FIELD LANDING

1. Airspeed -- 60-70KIAS (flaps UP).2. Wing Flaps -- FULL DOWN (40).3. Airspeed -- 60 KIAS (until flare).4. Power -- REDUCE to idle after clearing obstacle.5. Touchdown -- MAIN WHEELS FIRST.6. Brakes -- APPLY HEAVILY.7. Wing Flaps -- RETRACT.

BALKED LANDING1. Throttle -- FULL OPEN.2. Carburetor Heat -- COLD.3. Wing Flaps -- 20 (immediately).4. Climb Speed -- 55 KIAS.5. Wing Flaps -- 10 (until obstacles are cleared).RETRACT (after reaching a safe altitude and 60

KIAS).

AFTER LANDING1. Wing Flaps -- UP.2. Carburetor Heat -- COLD.

SECURING AIRPLANE1. Parking Brake -- SET.2. Avionics Power Switch, Electrical Equipment, Autopilot (if

installed) -- OFF.3. Mixture -- IDLE CUT-OFF (pulled full out).4. Ignition Switch -- OFF.5. Master Switch -- OFF.6. Control Lock -- INSTALL.4-9/4-10 (blank)


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d~SSNAlV10DEL172N SECTION 4NORMALPROCEDURES

AMPLIFIED PROCEDURESSTARTING ENGINE

During engine starting, open the throttle approximately 1/8 inch. Inwarm temperatures, one or two strokes ofthe primer should besufficient.In cold weather, up to six strokes of the primer may be necessary. Iftheengine is warm, no priming will be required. In extremely cold tempera-tures, it may benecessary to continue priming while cranking the engine.Weak intermittent firing followed by puffs of black smoke from theexhaust stack indicates overpriming or flooding. Excess fuel can becleared from the combustion chambers bythe following procedure: set themixture control full lean and the throttle full open; then crank the enginethrough several revolutions with the starter. Repeat the starting proce-dure without any additional priming.If the engine is underprimed (most likely in cold weather with a coldengine) it will not fire at all, and additional priming will be necessary. Assoon as the cylinders begin to fire, open the throttle slightly to keep itrunning.After starting, ifthe oil gage does not begin toshow pressure within 30seconds in the summertime and about twice that long invery coldweather,stopengine and investigate. Lack ofoil pressure can cause serious enginedamage. After starting, avoid the use of carburetor heat unless icingconditions prevail.

NOTEAdditional details concerning cold weather starting andoperation may be found under COLDWEATHEROPERA-TION paragraphs in this section.

TAXIINGWhen taxiing, it is important that speed and use ofbrakes be held to aminimum and that all controls beutilized (see Taxiing Diagram, figure 4-2)tomaintain directional control and balance. Taxiing over loose gravel orcinders should be done at low engine speed to avoid abrasion and stonedamage to the propeller tips.The carburetor heat control knob should be pushed full in during allground operations unless heat is absolutely necessary. Whenthe knob isPulled out to the heat position, air entering the engine is not filtered.

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SECTION 4NORMAL PROCEDURES CESSNA.MODEL 172N

CODE NOTEWINDDmECTION strong quartering tail winds require caution.Avoid sudden bursts of the throttle and sharpbraking when the airplane is in this attitude.Use the steerable nose wheel and rudder tomaintain direction.

Figure 4-2. Taxiing Diagram

4-12

@ESSNANtODEL172N SECTION 4NORMAL PROCEDURES

Taxiing over loose gravel or cinders should be done at low enginespeed to avoid abrasion and stone damage to the propeller tips.

BEFORE TAKEOFFWARM-UP

If the engine accelerates smoothly, the airplane is ready for takeoff.Since the engine is closely cowled for efficient in-flight engine cooling,precautions should betaken to avoid overheating during prolonged engineoperation on the ground. Also, long periods of idling may cause fouledspark plugs.MAGNETO CHECK

The magneto check should be made at 1700RPM as follows. Moveignition switch first toR position and note RPM.Next move switch back toBOTHto clear the other set of plugs. Then move switch to the L position,noteRPM and return the switch tothe BOTHposi tion. RPMdrop should notexceed 125RPM on either magneto or show greater than 50RPMdifferen-tial between magnetos. If there is a doubt concerning operation of theignition system, RPM checks at higher engine speeds will usually confirmwhether a deficiency exists.An absence of RPM drop may be an indication of faulty grounding ofone side of the ignition system or should be cause for suspicion that themagneto timing is set in advance of the setting specified.

ALTERNATOR CHECKPrior to flights where verification of proper alternator and voltageregulator operation is essential (such as night or instrument flights), apositive verification can be made by loading the electrical system mo-mentarily (3 to 5 seconds) with the landing light or by operating the wingflaps during the engine runup (1700 RPM). The ammeter will remainwithin a needle width of its initial reading if the alternator and voltageregulator are operating properly.

TAKEOFFPOWER CHECKIt is important to check full-throttle engine operation early in the

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SECTION 4NORMALPROCEDURES CESSNA.MODEL 172:N

takeoff run. Any sign of rough engine operation or sluggish engineacceleration is good cause for discontinuing the takeoff. Ifthis occurs, youare justified in making athorough full-throttle static runup before anothertakeoff is attempted. The engine should run smoothly and turn approxi-mately 2280to 2400RPM with carburetor heat off and mixture full rich.NOTE

Carburetor heat should not beused during takeoff unless itis absolutely necessary for obtaining smooth engine accel-eration.

Full-throttle runups over loose gravel are especially harmful topropeller tips. When takeoffs must bemade over a gravel surface, it is veryimportant that the throttle beadvanced slowly. This allows the airplane tostart rolling before high RPM is developed, and the gravel will be blownback ofthe propeller rather than pulled into it. When unavoidable smalldents appear in the propeller blade s,they should beimmediately correctedas described in Section 8 under Propeller Care.Prior to takeoff from fields above 3000 feet elevation, the mixtureshould be leaned to give maximum RPM in a full-throttle, static runup.After full throttle is applied, adjust the throttle friction lock clockwiseto prevent the throttle from creeping back from a maximum powerposition. Similar friction lock adjustments should bemade as required inother flight conditions to maintain a fixed throttle setting.

WING FLAP SETTINGSNormal and short field takeoffs are performed with flaps up. Flap

settings greater than 10are not approved for takeoff.Useof 10flaps is reserved for takeoff from soft or rough fields. Use of10flaps allows safe use of approximately 5 KIAS lower takeoff speedsthan with flaps up. The lower speeds result in shortening takeoff distancesup to approximately 10%. However, this advantage is lost if flaps ups~eeds are used, or in high altitude takeoffs at maximum weight wherechmb.performance would bemarginal with 10flaps. Therefore, use of 10flaps ISnot recommended for takeoff over an obstacle at high altitude inhotweather.

SHORT FIELD TAKEOFFV an obstruction dictates the use of a steep climb angle, after liftoff~~ceerate to and climb out at an obstacle clearance speed of59KIAS withps retracted. This speed provides the best overall climb speed to clear4-14

j9;ESSNAlVIODEL172NSECTION 4NORMAL PROCEDURES

bstacles when taking into account the turbulence often found near ground~evel.The takeoff performance data provided in Section 5 is based on theflaps up configuration.If 10of flaps are used on soft or rough fields with obstacles ahead, itisnormally preferable to leave them extended rather than retract them in theclimb to the obstacle. With 10flaps, use an obstacle clearance speed of55J{IAS.As soon as the obstacle is cleared, the flaps may be retracted as theairplane accelerates to the normal flaps-up climb-out speed.

CROSSWIND TAKEOFFTakeoffs into strong crosswinds normally are performed with theminimum flap setting necessary for the field length, tominimize the driftangle immediately after takeoff. The airplane is accelerated to a sp.eedslightly higher than normal, then pulled off abruptly to prevent posstblesettling back to the runway while drifting. When clear ofthe ground, makea coordinated turn into the wind to correct for drift.

ENROUTE CLIMBNormal climbs are performed with flaps up and full throttle and atspeeds 5 to 10 knots higher than best rate-of-climb speeds for the bestcombination of performance, visibility and engine cooling. The mixtureshould be full rich below 3000feet and may be leaned above 3000feet forsmoother operation or to obtain maximum RPM. For maximum rate ofclimb, use the best rate-of-climb speeds shown in the Rate-of-Climb chartin Section 5. If an obstruction dictates the use ofa steep climb angle, the

best angle-of-climb speed should be used with flaps up and maximumpower. Climbs at speeds lower than the best rate-of-climb speed should beof short duration to improve engine cooling.

CRUISENormal cruising is performed between 55%and75%power. The engineRPM and corresponding fuel consumption for various altitudes can bedetermined by using your Cessna Power Computer or the data inSection 5.

NOTECruising should bedoneat 65%to75%power until a total of50 hours has accumulated or oil consumption has stabil-

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SECTION 4NORMAL PROCEDURES CESSNA.MODEL 172N

ized. This is to ensure proper seating of the rings and isapplicable to new engines, and engines in service follow-ing cylinder replacement or top overhaul of one or morecylinders.The Cruise Performance Table, figure 4-3,illustrates the true airspeedand nautical miles per gallon during cruise for various altitudes andpercent powers. This table should be used as a guide, along with theavailable winds aloftinformation, to determine the most favorable altitudeand power setting for a given trip. The selection of cruise altitude on thebasis of the most favorable wind conditions and the use of low powersettings are significant factors that should beconsidered on every trip to

reduce fuel consumption.To achieve the recommended lean mixture fuel consumption figuresshown in Section 5,the mixture should be leaned until engine RPMpeaks }and drops 25-50RPM.At lower powers itmay benecessary to enrich enthe Imixture slightly to obtain smooth operation.Should it benecessary to cruise at higher than 75%power, the mixtureshould not be leaned more than is required to provide peak RPM.Carburetor ice, as evidenced by an unexplained drop in RPM, can beremoved by application of full carburetor heat. Upon regaining theoriginal RPM (with heat off),use the minimum amount ofheat (bytrial and Ierror) to prevent ice from forming. Since the heated air causes a richermixture, readjust the mixture setting when carburetor heat is to be usedcontinuously in cruise flight.

75% POWER 65% POWER 55% POWERALTITUDE KTAS NMPG KTAS NMPG KTAS NMPGSea Level 114 13.5 107 14.8 100 16.14000 Feet 118 14.0 111 15.3 103 16.68000 Feet 122 14.5 115 15.8 106 17.1Standard Conditions Zero Wind

Figure 4-3. Cruise Performance Table

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CESSNAMODEL172NSECTION 4NORMALPROCEDURES

The use of full carburetor heat is recommended during flight in heavyrain to avoid the possibility of engine stoppage due to excessive wateringestion or carburetor ice. The mixture setting should be readjusted forsmoothest operation. Power changes should bemade cautiously, followedby prompt adjustment of the mixture for smoothest operation.

STALLSThe stall characteristics are conventional and aural warning isprovided by a stall warning horn which sounds between 5 and 10knots

above the stall in all configurations.Power-off stall speeds at maximum weight for both forward and aftC.G.positions are presented in Section 5.

SPINSIntentional spins are approved in this airplane within certain restrict-edloadings. Spins with baggage loadings or occupied rear seat(s) are notapproved.However, before attempting to perform spins several items should becarefully considered to assure a safe flight. Nospins should be attemptedwithout first having received dual instruction both inspin entries and spinrecoveries from a qualified instructor who is familiar with the spincharacteristics of the Cessna 172N.The cabin should be clean and all loose equipment (including themicrophone and rear seat belts) should be stowed or secured. For a soloflight inwhich spins will beconducted, the copilot's seat belt and shoulderharness should also be secured. The seat belts and shoulder harnessesshould beadjusted to provide proper restraint during all anticipated flightconditions. However, care should be taken to ensure that the pilot can

eastly reach the flight controls and produce maximum control travels.It is recommended that, where feasible, entries be accomplished athigh enough altitude that recoveries are completed 4000feet ormore aboveground level. At least 1000feet of altitude loss should be allowed for a 1-turn spin and recovery, while a 6-turn spin and recovery may requiresomewhat more than twice that amount. For example, the recommendedentry altitude for a 6-turn spin would be 6000feet above ground level. Inany case, entries should be planned so that recoveries are completed wellabove the minimum 1500feet above ground level required by FAR 91.71.

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SECTION 4NORMALPROCEDURES CESSNA.MODEL 172N

CROSSWIND LANDINGWhen landing in a strong crosswind, use the minimum flap settingrequired for the field length. Ifflap settings greater than 20 are used insideslips with full rudder deflection, some elevator oscillation may befeltat normal approach speeds. However, this does not affect control of theairplane. Although the crab orcombination method ofdrift correction maybeused, the wing-low method gives the best control. After touchdown, holda straight course with the steerable nose wheel and occasional braking ifnecessary.The maximum allowable crosswind velocity is dependent upon pilotcapability as well as aircraft limitations. With average pilot technique,direct crosswinds of 15knots can be handled with safety.

BALKED LANDINGIn a balked landing (go-around) climb, reduce the flap setting to 20immediately after full power is applied. Ifobstacles must becleared duringthe go-around climb, reduce the wing flap setting to 10 and maintain a safeairspeed until the obstacles are cleared. Above 3000 feet,lean the mixtureto obtain maximum RPM. After clearing any obstacles, the flaps may beretracted as the airplane accelerates to the normal flaps-up climb speed.

COLD WEATHER OPERATIONSTARTING

Prior to starting oncoldmornings, it is advisable topull the propellerthrough several times by hand to "break loose" or "limber" the oil, thusconserving battery energy.NOTE

When pulling the propeller through by hand, treat it as ifthe ignition switch is turned on. A loose or broken groundwire on either magneto could cause the engine to fire.In extremely cold (-lS0C and lower) weather, the use of an externalpreheater and an external power source are recommended wheneverpossible to obtain positive starting and to reduce wear and abuse to theengine and electrical system. Pre-heat will thaw the oil trapped in the oilcooler, which probably will be congealed prior to starting in extremelycold temperatures. When using an external power source, the position ofthe master switch is important. Refer to Section 7 under Ground ServicePlug Receptacle for operating details.

4-20

SECTION 4NORMALPROCEDURES

Cold weather starting procedures are as follOWS:With Preheat: . 1 d prime the engine fourWith ignition switch OFFand thro~tl~c.~:et';rned over by hand.1. to eight strokes as the propeller IS ei

NOTE. f r best atomization of fuel.Use heavy strokes of pr~mer 011the way in and turn toAfter priming. push pruner':Tty of engine drawing fuellocked position to aVOIdPOSSII I

through the primer.2. Propeller Area --sC~tEAhR.OFFAvionics power WIc -- .~: Master Switch -- ON.5. Mixture -- FULL RI/CsHINHThrottle -- OPEN 1 .~: Ignition .Sw~t~h-- S,!AR;- BOTHwhen engine starts.S. Release IgnItIon S~I~~ 09. Oil Pressure -- CH .Without Preheat: while the propeller is being1. Prime the engine SiXtho tthenotsti:o~~ssedeave the primer chargedturned by hand with e r .and ready for a stroke.Propeller Area -- CLEAR.Avionics power Switch -- OFF.

Master Switch -- ON.Mixture -- FULLRICH.Ignition Switch -- START. t ice Return to l/S inch openPump throttle rapidly to full open WI .position. . BOTH when engine starts.8. Release ignition SWltC~to '1 lt is running smoothly. or alter-9. Continue to prime engm~~nt~v~r first 1/4 of total travel.nately, pump throttle rapi y

10. Oil Pressure -- CHECK'bf 11 after engine has started. Leave on11. Pull carburetor heat kno u onuntil engine is running smoothly.12. Primer -- LOCK.

2.3 .4 .5 .6.7.

NOTE. the first fewattempts, orIfthe engine does not start d~rl~g gth it is probable that

if engine firing diminishes f s fe~ ov~r Preheat must bethe spark plugs have bee~ ros e .used before another start IS attempted.4-21


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SECTION 4NORMAL PROCEDURES CESSNAMODEL172N

CAUTIONPumping the throttle may cause raw fuel to accumulate inthe intake air duct, creating a fire hazard in the event of abackfir~. Ifthis occu~s,maintain a cranking action tosuckflames into the engine. An outside attendant with a fireextinguisher is advised for cold starts without preheat.

. During cold weathe~ operations n? indication will be apparent on the011 temperature gage prior to takeoff Ifoutside air temperatures are verycold. After a suit~ble warm-up period (2 to 5 minutes at 1000RPM),accelerate the engme several ~imes to higher engine RPM. Ifthe enginea?celerat~s smoothly and the 011 pressure remains normal and steady, theatrplane IS ready for takeoff.FLIGHT OPERATIONS

Takeoff is made normally with carburetor heat off. Avoid excessiveleaning in cruise.Carburetor heat may be used to overcome any occasional engineroughness due to ice.When operating in temperatures below -18C, avoid using partialcarburetor heat. Partial heat may increase the carburetor air temperatureto th~?O to 21C range, where icing is critical under certain atmosphericcondittons.

HOT WEATHER OPERATIONRefer to the general warm temperature starting information underStarting Engine in this section. Avoid prolonged engine operation on theground.

NOISE ABATEMENTI~creased emphasis on improving the quality of our environmentr~qUlres renewed effort on the part of all pilots tominimize the effect ofairplane noise on the public.We, as pilots, can demonstrate our concern for environmental im-r:ovement, by application of the following suggested procedures, andereby tend to build public support for aviation:

4-22

SECTION 4NORMAL PROCEDURES172N

1. Pilots operating aircraft under VFR over outdoor assemblies ofpersons, recreational and park areas, and other noise-sensitiveareas should make every effort to fly not less than 2000feet abovethe surface, weather permitting, even though flight at a lower levelmay beconsistent with the provisions ofgovernment regulations.During departure from or approach to an airport, climb aft~rtakeoff and descent for landing should be made so as to aVOIdprolonged flight at low altitude near noise-sensitive areas.2 .

NOTEThe above recommended procedures do not apply wherethey would conflict with Air Traffic Control clearanc.es orinstructions, or where, in the pilot's judgment, an altitudeof less than 2000feet is necessary for him to adequatelyexercise his duty to see and avoid other aircraft.

The certificated noise level for the Model 172Nat 2300pounds maxi-mum weight is 73.8dB(A).Nodetermination has beenmade by the FederalAviation Administration that the noise levels ofthis airplane are or shouldbe acceptable or unacceptable for operation at, into, or out of, any airport.

"I 4-23/(4-24 blank)


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,'iCESSNA)vl0DEL 172N SECTION 5PERFORMANCESECTION 5

PERFORMANCETABLE OF CONTENTSIntroduction . . . . . . .Use of Performance ChartsSample Problem .TakeoffCruise ....Fuel RequiredLanding ...Figure 5-1, Airspeed Calibration - Normal Static SourceAirspeed Calibration - Alternate Static SourceFigure 5-2,Temperature Conversion ChartFigure 5-3, Stall Speeds .Figure 5-4, Takeoff Distance - 2300Lbs .Takeoff Distance -"2100Lbs and 1900LbsFigure 5-5,Rate Of Climb -Maximum . . . .Figure 5-6, Time, Fuel, And Distance To ClimbFigure 5-7, Cruise Performance .Figure 5-8, Range Profile - 40Gallons Fuel'Range Profile - 50 Gallons FuelFigure 5-9, Endurance Profile - 40Gallons FuelEndurance Profile - 50Gallons FuelFigure 5-10, Landing Distance .

Page5-35-35-35-45-55-55-75-85-95-105-115-125-135-145-155-165-175-185-195-205-21

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CESSNAMODEL 172N SECTION 5PERFORMANCE

INTRODUCTIONPerformance data charts on the following pages are presented sothatyou may know what to expect from the airplane under various conditions,and also, to facilitate the planning offlights in detail and with reasonableaccuracy. The data in the charts has been computed from actual flight testswith the airplane and engine in good condition and using average pilotingtechniques.It should be noted that the performance information presented in therange and endurance profile charts allows for 45 minutes reserve fuelbased on 45%power. Fuel flowdata for cruise is based onthe recommended

lean mixture setting. Some indeterminate variables such as mixtureleaning technique, fuel metering characteristics, engine and propellercondition, and air turbulence may account for variations of10%ormore inrange and endurance. Therefore, it is important to utilize all availableinformation to estimate the fuel required for the particular flight.

USE OF PERFORMANCE CHARTSPerformance data is presented in tabular or graphical form to illus-trate the effect of different variables. Sufficiently detailed information isprovided in the tables sothat conservative values can beselected and usedto determine the particular performance figure with reasonable accuracy.

SAMPLE PROBLEMThe following sample flight problem utilizes information from thevarious charts to determine the predicted performance data for a typicalflight. The following information is known:AIRPLANE CONFIGURATIONTakeoff weightUsable fuel 2250Pounds40GallonsTAKEOFF CONDITIONSField pressure altitudeTemperatureWind component along runwayField length

1500Feet28C (16C above standard)12Knot Headwind3500Feet

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SECTION 5PERFORMANCE

CRUISE CONDITIONSTotal distancePressure altitudeTemperatureExpected wind enrouteLANDING CONDITIONSField pressure altitudeTemperatureField length

TAKEOFF

CESSNAMODEL 172N

460Nautical Miles5500Feet20C (16C above standard)10Knot Headwind

2000Feet25C3000Feet

The takeoff distance chart, figure 5-4,should be consulted, keeping inmind that the distances shown are based on the short field technique.Conservative distances can beestablished by reading the chart at the nexthigher value of weight, altitude and temperature. For example, in thisparticular sample problem, the takeoff distance information presented fora weight of2300pounds, pressure altitude of2000feet and atemperature of30C should be used and results in the following:Ground rollTotal distance to clear a 50-foot obstacle 1075Feet1915Feet

These distances are well within the available takeoff field length. Howev-er, a correction for the effect of wind may be made based on Note 3 of thetakeoff chart. The correction for a 12knot headwind is:12Knots9 Knots x 10%= 13%Decrease

This results in the following distances, corrected for wind:

Ground roll, zero windDecrease in ground roll(1075feet x 13%)Corrected ground roll

Total distance to clear a50-foot obstacle, zero windDecrease in total distance(1915feet x 13%)Corrected total distanceto clear 50-foot obstacle

5-4

1075140935Feet

1915

1666Feet

,5f W.; i CESSNA;; MODEL 172N SECTION 5PERFORMANCECRUISE

The cruising altitude should be selected based on a con~iderati?~ oftrip length, winds aloft, and the airplane's performan~e. AtypICa~crursmgaltitude and the expected wind enroute have been giv en for thi s sampleproblem. However, the powe~ setting selection. for cruise mu~t be deter-mined based on several conaideration s. These include the crUls~ perfor-mance characteristics presented in figure 5-7, the range prof~le ?hartpresented in figure 5-8,and the endurance profile chart presentedm fIgure5-9.

The relationship between power and range is illustrated by the rangeprofile chart. Considerable fuel savings and longer range result whenlower power settings are used.

The range profile chart indicates that use of 65%power at 5500feetyields a predicted range of523nautical miles ~ith nowind. The enduranceprofile chart, figure 5-9,shows a correspondmg 4.7hours.The range figure of 523nautical miles is corrected to account for the

expected 10knot headwind at 5500feet.Range, zero windDecrease in range due to wind(4.7hours x 10knot headwind)Corrected range

52347476Nautical Miles

This indicates that the trip can be made without a fuel stop usingapproximately 65%power.

The cruise performance chart, figure 5-7,is entered at 6000feet altitudeand 20Cabove standard temperature. These values most nearly corres-pond to the planned altitude and expected temperature cond~tions. Theengine speed chosen is 2500RPM, which results in the followmg:

PowerTrue airspeedCruise fuel flow64%114Knots7.1GPH

The power computer may be used to determine power and fuel consump-tion more accurately during the flight.FUEL REQUIRED

The total fuel requirement for the flight may be e~timated using theperformance information in figures 5-6 and 5-7.For this sample problem,figure 5-6shows that a climb from 2000feet to6000feet requrres 1.3gallons5-5


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SECTION 5PERFORMANCE CESSNAMODEL 172N

of fuel. The corresponding distance during the climb is 9 nautical miles.These values are for a standard temperature and are sufficiently accuratefor most flight planning purposes. However, a further correction for theeffect of temperature may be made as noted on the climb chart. Theapproximate effect of a non-standard temperature is to increase the time,fuel, and distance by 10%for each 10Cabove standard temperature, due tothe lower rate of climb. In this case, assuming a temperature 16Cabovestandard, the correction would be:16C100Cx 10%= 16%Increase

With this factor included, the fuel estimate would becalculated as follows:Fuel to climb, standard temperatureIncrease due to non-standard temperature(1.3 x 16%)Corrected fuel to climb

1.30.21.'5Gallons

Using a similar procedure for the distance to climb results in 10nauticalmiles.The resultant cruise distance is:

Total distanceClimb distanceCruise distance460-10450Nautical Miles

With an expected 10 knot headwind, the ground speed for cruise ispredicted to be:

114-10104Knots

Therefore, the time required for the cruise portion of the trip is:450Nautical Miles - 43 H104Knots -. ours

The fuel required for cruise is:4.3hours x 7.1gallons/hour = 30.5Gallons

5-6

.;~~},-lfGESSNA.MODEL172NThe total estimated fuel required is as follows:

Engine start, taxi, and takeoffClimbCruiseTotal fuel requiredThis will leave a fuel reserve of:

40.0-33.16.9Gallons

SECTION 5PERFORMANCE

1.11.530.533.1Gallons

Oncethe flight is underway, ground speed checks will provide amoreaccurate basis for estimating the time enroute and the corresponding fuelrequired to complete the trip with ample reserve.LANDING

A procedure similar to takeoff should be used for estimating thelanding distance at the destination airport. Figure 5-10presents landingdistance information for the short field technique. The distances corres-ponding to 2000feet and 30Care as follows:Ground rollTotal distance to clear a 50-foot obstacle 590Feet1370Feet

A correction for the effect of wind may be made based on Note 2 of thelanding chart using the same procedure as outlined for takeoff.

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SECTION 5PERFORMANCE CESSNAMODEL 172N

AIRSPEED CALIBRATIONNORMAL STATIC SOURCE

F LA PS U PKIAS 4 0 5 0 6 0 7 0 80 90 10 0 11 0 12 0 13 0 14 0KCAS 49 5 5 6 2 7 0 80 89 99 10 8 11 8 12 8 13 8F LA PS 1 0KIAS 40 50 6 0 70 80 85 - - - - - - - - - - - - - - -KCAS 4 9 5 5 6 2 71 80 85 - - - - - - - - - - - - - - -

F L AP S 4 0 KIAS 4 0 50 6 0 70 80 8 5 - - - - - -KCAS 4 7 54 - - - - - - - - -6 2 71 81 8 6 - - - - - - - - - - - - - - -

Figure 5-1. Airspeed Calib

172N Pilot Operating Handbook

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