-
Jz'tlessm
ATeiron Comparry
Pilot's Operating Handbookand
FAA Approved Airplane Flight Manual
THIS PUBLICATION MUST BECARRIED IN THE AIRPLANEAT ALL TIMES.
The Cessna AircraftCompany
coPYRteHT o 1998The Cessna Aircraft Company
Wichila, Kansas USA
Original lssue - 8 Juty 1998
Model 1725
seriatNo. 1,72s9404Registration No. N55 2Sp
This publication include_s-the,materal required to_be furnished
to the pilot by FAR part23 and consttutes the FAA Approved Airlane
Flight Manuat.
FAA APPROVALFAA APPRO'/ED t,NDER FAR 2t SUBP^RTJ
ThcCcsnr AicrsltCoDgati
-
THIS MANUAL WAS PROVIDED FOR THEAIRPI-ANE IDENTIFIED ON THE
TITLEPAGE ON 3 roocc,h l,oSUBSEOUENT REVISIONS SUPPLIED BYTHE
CESSNA AIRCRAFT COMPANYMUST BE PROPERLY INSERTED.
The Cessna Aircraft Company, Aircraft Division
)
)
,)
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REVISIONMODEL 1725
PILOT'S OPERATING HANDBOOKAND FAA APPROVED
AIRPLANE FLIGHT MANUAL
REVISION 519 JULY 2OO4
172SPHUSRo5
INSERT THE FOLLOWING PAGES INTOTHE PILOT'S OPERATING
HANDBOOK
-
)
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CESSNAMODEL 172S
PUBLICATION PART NUMBER
Pilot's Operating Handbookand
FAA Approved Airplane Flight Manual
Serial Numbers 172S8001 and On
Original lssue - I July 1998Revision 5 - 19 July 2004
PART NUMBER: 1 72SPHUS05
Revision 5 v
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)
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CESSNAMODEL 172S
CONGRATULATIONS
CONGRATULATIONS. . . .^ Congratulations on your purchase and
welcome to Cessna ownership! yourCessna has been designed and
constructed to give you the most in perfoimance,value and
comfort.
.
Ths Pilot's Operating Handbook has been prepared as a guide to
help you getthe
.
most utility from your airplane. lt contains information about
your aiiplane'sequipment, operating procedures, performance and
suggested service ancj care.Please study it carefully and use it as
a reference.
The worldwide Cessna Organzation and Cessna Customer Service
areprepared to serve you. The following services are offered by
each CessnaService Station:
. THE CESSNA AIRPLANE WARRANTIES, which provide coverage for
parts andlabor,. are upheld through Cessna Service Stations
worldwide. Warrantyprovisions and other important information are
contained in the customer carProgram Handbook supplied with your
airplane. The Customer Care Cardassigned to you at delivery will
eslablish your eligibility under warranty andshould be presented to
your local Cessna Service Station at the time ofwarranty
service.
. FACTORY TRAINED PERSONNEL to provide you wth courteous,
expertservice.
. FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient
andaccurate workmanship.
. A STOCK OF GENUINE CESSNA SERVICE PARTS are available when
youneed them.
. THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING
CESSNAAIRPLANES. Cessna Service Stations have all of the current
MaintenanceManuals, lllustrated Parts Catalogs and various other
support publicationsproduced by Cessna Aircraft Company.
A current Cessna Service Station Directory accompanies your new
airplane.lThe Directory is revised annually, and a current copy can
be obtained from yourlnearest Cessna Service Station.
We urge all Cessna owners/operators to utilize the benefits
available within theCessna Organization.
iltMay 30/00
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PERFORMANCE-SPECIFICATIONS
CESSNAMODEL 172S
Recommended lean mixture with fuelengine start, taxi, lakeoff,
climb andreserve.
124 KNOTSallowance for
45 minutes
RampTakeoffLanding
STANDARD EMPTY WEIGHTMAXIMUM USEFUL LOADBAGGAGE ALLOWANCE
RangeTimeRangeTime
518 NM4.26 HRS
638 NM6.72 HRS730 FPM
14,000 FT
960 FT1630 FT
575 FT1335 FT
53 KCAS48 KCAS
2558 LBS255025501 663895120
LBSLBSLBSLBSLBS
IV
PERFORMANCE . SPECIFICATIONS
Maximum at Sea Level 126 KNOTSCruise, 75o/o Power at 8500 FT
l.sRreo'
CRUISE:
75/o Power at 8500 FT53 Gallons Usable Fuel
Range at 10,000 Ff , 45o/o power53 Gallons Usable Fuel
RATE OF CLIMB AT SEA LEVELSERVICE CEILINGTAKEOFF
PERFORMANCE:
Ground Rollotal Distance Over 50 FT Obstacle
LANDING PERFORMANCE:Ground RollTotal Distance Over 50 FT
Obstacle
STALL SPEED:Flaps Up, Power OffFlaps Down, Power Off
MAXIMUM WEIGHT:
Revision 4
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PERFORMANCE.SPECI FICATIONS(Continued)
WING LOADING: Lbs/Sq FtPOWER LOADING Lbs/HP
CESSNAMODEL 172S
PERFORMANCE-SPECIFICATIONS
FUEL CAPACITYOIL CAPACITY
14.714.2
56 GAL8 QTS
ENGINE: Textron Lycoming180 BHP at 2700 RPM
PROPELLER: Fixed Pitch, Diameter 76 tN.
* NOTESpeed performance is shown for an airplane equipped
withspeed fairings which increase the speeds by approximately2
knots. There is a corresponding difference in range, whileall other
performance figures are unchanged when speedfairings are
installed.
The above performance figures are based on airplane weights
at2550 pounds, standard atmospheric conditions, level,
hard-surfaceddry runways and no wind. They are calculated values
derived fromflight tests conducted by The Cessna Aircraft Company
undercarefully documented conditions and will vary with
individualairplanes and numerous factors affecting flight
performance.
lo-360-L2A
Revision 4
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ICOVERAGE/REVISIONS CESSNAMODEL 172S
COVERAGEThe Pilot's Operating Handbook in the airplane at the
time of
delivery from The Cessna Aircraft Company conlains
informationapplicable to the Model 1723 airplane by serial number
andregistration number shown on the Title Page. This handbook
isapplicable to airplane serial number 17258001 and On.
Allinformation is based on data available at the time of
publication.
This handbook consists of nine sections that cover
alloperational aspects of a standard-equipped airplane.
FollowingSection I are the Supplements, Section 9, which
provideexpanded operational procedures for the avionics
equipment(both standard and optional), and provides information on
specialoperations.
Supplements are individual documents, and may be issued
orrevised without regard to revision dates which apply to the
POHitself. These supplements contain a Log of Effective Pages,
whichshould be used to determine the status of each supplement.
ORIGINAL ISSUE AND REVISIONSThis Pilot's Operating Handbook and
FAA Approved Airplane
Flight Manual is comprised of the original issue and
anysubsequent revisions. To ensure that information in this manual
iscurrent, the revisions must be incorporated as they are
issued.This manual was originally issued on July 8, 1998. As
revisionsare issued, they will be noted in the Log of Effective
Pages table.
The part number of this manual has also been designed tofurther
aid the owner/operator in determining the revision level ofany POH.
Refer to the example below for a breakdown:
Revision Level (Revision 0, Original lssue)Manual (Pilot's
Operating Handbook, U.S.)Airplane Model (172S)
VI
172S PHUS OO
EMay 30/00
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CESSNAMODEL 172S
LOG OF EFFECTIVE PAGES
Revision Level Date of lssue3 Mar 2,20014 Aug 12,20035 July 19,
2004
PAGE DATEPAGETitleAssionment Record
. i/ii .-.iiiivv ...vivilviii
*ix*x"xi*xii
..
xiii/xiv1-11-21-31-41-51-61-71-8.t
_o
1-101-1 11-121-131-141-151-161-171-181-191-20
Julv 8/98Jul B/98
Reviion 5Mav 30/00Reision 4Revision 4Mav 30/00Ma 3o/oo
Jtv 8/98Reviion 5Revision 5Revision 5Revision 5Revision
4Revision 4Revision 4Revision 4Revision 4Revision 4Revision
4Revision 4Revision 4Revision 4Revision 4
Julv B/98Jut 8/98
trav'SOIOOJtv 8/98
Reviion 4Mav 30/00Reision 4Mav 30/00Reision 4Revision 4
1-261-2711-282-1/2-22-3
Mav 30/00JIV 8/98
Itay'SO/OOJulv 8/98
Beviion 4Revision 4Revision 4Revision 4Mav 30/00
Jlv B/98Revi6ion 4Revision 4
Julv 8/98Jul 8/98Jul 8/98
Reviion 4July 8/98
Revision 4July 8/98
Revision 4Revision 4Revision 4Revision 4Mav 30/00Reision
4Revision 4Revision 4Revision 4Revision 4Revision 4May 30/00
1-211-221-231-241-25
2-82-92-102-112-122-13
2-42-52-62-7
2-142-1512-163-13-23-33-43-53-63-73-83-93-10
IX
LOG OF EFFECTIVE PAGESThe following Log of Effective Pages
provdes the date of issue
for original and revised pages, as well as a listing of all
pages in thePOH. Pages which are affected by the current revision
will bepreceeded by an asterisk with the revision level.
Revision Level Date of lssue
0 (Original lssue) July 8, 19981 May 30,20002 Dec
30,2000DATE
Revision 5
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LOG OF EFFECTIVE PAGES CESSNAMODEL 172S
PAGE3-1 13-123-1 33-1 43-1 53-1 63-173-1 I3-1 I3-20
Revision 4Revision 4Revision 4Revision 4Revision 4
Julv 8/98Jul 8/98
Reviion 4Revision 4
Julv 8/98Jut 8/98Jul 8/98Jut 8/98Juri 8/98July 8/98
Revision 4July 8/98July 8/98July 8/98July 8/98July 8/98July
8/98July 8/98July 8/98July 8/98
Revision 4Revision 4Revision 4
July 8/98July 8/98
Revision 4July 8/98July 8/98July 8/98
May 30/00July 8/98
May 30/00July 8/98July 8/98July 8/98
3-213-22
5-35-4
5-65-75-8
5-115-125-1 35-145-1 5
_o5-1 03-2313-24
4-1a-)4-314-44-54-64-74-84-9 5-1 I
5-1 95-205-21
4-104-114-124-134-144-154-164-174-184-194-204-214-224-234-244-254-264-274-284-294-304-314-32
5-225-2315-246-116-26-36-46-56-66-76-86-96-106-116-126-136-146-15
LOG OF EFFECTIVE PAGES(Continued)DATE PAGE
Revision 4Revision 4
Julv 8/98Revi3ion 4Revision 4Revision 4Revision 4Revision
4Revision 4Revision 4Revision 4Revision 4Revision 4Revision
4Revision 4Revision 4May 30/00May 30/00Revision 4Revision 4Revision
4Revision 4Revision 4Revision 4Revision 4Revision 4Revision
4Revision 4Revision 4May 30/00Revision 4Revision 4Revision
4Revision 4Revision 4Revision 4Revision 4Revision 4Revision
4Revision 4Revision 4Revision 4Revision 4Revision 4
4-334-344-354-365-115-2
5-1 6s-17
DATE
Revision 5
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LOG OF EFFECTIVE PAGES
PAGE6-1 66-176-1
I6-196-206-216-226-236-246-2516-267-17-27-317-47-57-67-77-87-97-10
CESSNAMODEL 172S
LOG OF EFFECTIVE PAGES
(Continued)DATE PAGE
May 30/00 7-308July 8/98 7-31
May 30/00 7-32May 30/00 7-33May 30/00 7-34May 30/00 7-35May
30/00 7-36May 30/00 7-37May 30/00 7-38Revision 4 7-39May 30/00
7-40May 30/00 7-41Revision 4 7-42May 30/00
July 8/98July 8/98July 8/98
Revision 4Revision 4Revision 4Revision 4Revision 4May 30/00May
30/00May 30/00May 30/00May 30/00Revision 4Revision 4Revision 4
7-437-447-457-467-47
7-50
7-157-167-177-187-197-207-217-227-23
'7-247-257-267-2717-27A
'7-2787-287-297-307-304
DATE
May 30/00 8-10Revision 4 8-11Revision 5 8-12Revision 4
July 8/98Revision 4Revision 5
July 8/98May 30/00Dec 30/00Dec 30/00
Dec 30/00Dec 30/00Revision 4Revision 4Revision 4Revision
4Revision 4
July 8/98Revision 4Revision 4
July 8/98July 8/98July 8/98
Revision 4July 8/98
Revision 4May 30/00Revision 4
July 8/98May 30/00
July 8/98May 30/00May 30/00May 30/00Revision 4Revision 4Revision
4May 30/00May 30/00May 30/00May 30/00May 30/00May 30/00May
30/00Revision 4Revision 4May 30/00May 30/00May 30/00May 30/00
7-487-497-11
7-127-137-14
8-18-28-38-48-58-68-78-88-9
8-1 38-148-1 58-168-178-188-1 I
XIRevision 5
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LOG OF EFFECTIVE PAGES
(Continued)PAGE DATE
8-20 Revision 48-21 May 30/008-22 May 30/008-23 Revision 48-24
Revision 49-119-2 May 30/00
APPROVED BY
CESSNAMODEL 172S
LOG OF EFFECTIVE PAGES
wDATE OF APPFOVAL
-91:IL
xil Revision 5
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CESSNAMODEL 172S
CONTENTS
SECTION
TABLE OF CONTENTS
GENERAL
LIMITATIONS
EMERGENCY PROCEDURES
NORMAL PROCEDURES
PERFORMANCE
WEIGHT & BALANCE/EQUIPMENT LISTAIRPLANE & SYSTEMS
DESCRIPTION
HANDLING, SERVICE & MAINTENANCE
SUPPLEMENTS
lRevison xiii/xiv
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CESSNAMODEL 172S
SECTION 1GENERAL
TABLE OF CONTENTS
Three View - Normal Ground AttitudelntroductionDescriptive
Data
EnginePropellerFueloit
SECTION 1GENERAL
Page
1-21-41-41-41-41-41-5
Maximum Certificated WeightsStandard Airplane WeightsCabin And
Entry DimensionsBaggage Space And Entry DimensionsSpecific
Loadings
Symbols, Abbreviations and TerminologyGeneral Airspeed
Terminology And SymbolsMeteorological TerminologyEngine Power
TerminologyAirplane Performance And Flight Planning
TerminologyWeight And Balance Terminology
Metric / lmperial/ U.S. CoWeight ConversionsLength
ConversionsDistance ConversionsVolume Conversions
nversion Charts
Temperatu re ConversionsHectopascals to lnches MercuryVolume to
Weight ConversionsQuick Conversions
1-61-71-71-71-71-81-81-91-9
1-101-1 11-131-141-161-201-211-24
i|isl1-27Revision 4 1-1
-
SECTION 1GENERAL
CESSNAMODEL 172S
0510T10050510T1005
;F Figure 1-1. Three View - Normal GroundAttitude (Sheet 1 of
2)
1-2 Revision 4
-
CESSNAMODEL 172S
NOTE 1:
NOTE 2:
NOTE 3:
NOTE 4:
NOTE 5:
NOTE 6:
SECTION 1GENERAL
WING SPAN SHOWN WITH STROBE LIGHTSINSTALLED.
WHEEL BASE LENGTH IS 65'.
PROPELLER GROUND CLEARANCE IS 11 114".
WING AREA IS 174 SOUARE FEET.
M|NTMUM TURN|NG RADTUS (. ptVOT pOtNT TOoUTBoARD WtNc TtP) tS
27'-51/2".NORMAL GROUND ATTITUDE IS SHOWN WITHNOSE STRUT SHOWING
APPROXIMATELY 2" OFSTRUT, AND WINGS LEVEL.
0510T1005
rF Figure 1-1. Three View - Normal GroundAttitude (Sheet 2)
1-3Revision 4
-
SECTION 1GENERAL
CESSNAMODEL 172S
INTRODUCTIONI This handbook contains 9 sections, and includes
the materialrequired to be furnished to the pilot by FAR Part 23.
lt also contains
lsupplemental 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 DATAENGINENumber of Engines: 1.Engine Manufacturer:
Textron Lycoming.Engine Model Number: l0-360-L24.Engine Type:
Normally aspirated, direct drive, air-cooled,
horizontally opposed, fuel injected, four cylinderengine with
360 cu. in. displacement.
Horsepower Rating and Engine Speed: 180 rated BHPat 2700
RPM.
PROPELLERPropeller Manufacturer: McOauley Propeller
Systems.Propeller Model Number: 1 A1 70ElJH47660.Number of Blades:
2.Propeller Diameter: 76 inches.Propeller Type: Fixed pitch.
FUEL
[, wenrurrucUSE OF UNAPPROVED FUELS MAY RESULT INDAMAGE TO THE
ENGINE AND FUEL SYSTEMCOMPONENTS, RESULTING IN POSSIBLEENGINE
FAILURE.
Approved FuelGrades (and Colors):10011Grade Aviation Fuel
(Blue).100 Grade Aviation Fuel (Green).
1-4 Revision 4
-
CESSNAMODEL 172S
SECTION 1GENERAL
NOTE
lsopropyl alcohol or diethylene glycol monomethyl ether(DiEGME)
may be added to the fuel supply. Additiveconcentrations shall not
exceed 1o/o for isopropyl alcohol or0.10% to 0.15% for D|EGME.
Refer to Section I foradditional information.
Fuel Capacity:
Total Capacity: 56.0 U.S. gallons.Total Usable: 53.0 U.S.
gallons.Total Capacity Each Tank: 28.0 U.S. gallons.Total Usable
Each Tank: 26.5 U.S. gallons.
NOTE
To ensure maximum fuel capacity and minimize cross-feeding when
refueling, always park the airplane in a wings-level, normal ground
attitude and place the fuel selector inthe Left or Right position.
Refer to Figure 1-1 for normalground attitude dimensions.
otL
Oil Specification:MIL-L-6082 or SAE J1966 Aviation Grade
Straight Mineral Oil:I
Used when the airplane was delivered from the factory and
shouldbe used to replenish the supply during the first 25 hours.
This oilshould be drained and the filter changed after the first 25
hours ofoperation. Refill the engine with MIL-L-6082 or SAE J1966
AviationlGrade Straight Mineral Oil and continue to use until a
total of 50hours has accumulated or oil consumption has
stabilized.
MIL-L-22851 or SAE J1899 Aviation Grade Ashless DispersantOil:
Oil conforming to the latest revision and/or supplements toTextron
Lycoming Service lnstruction No. 1014, must be used afterfirst 50
hours or once oil consumption has stabilized.
1-5Revision 4
-
Recommended Viscosity for Temperature Range:
NOTE
Temperature MIL-L-6082or
SAE J1966Straight
MineralOilSAE Grade
MIL-L-22851 or SAEJ1 899
Ashless DispersantSAE Grade
15W-50, 20W-50 or 60
-1'C (30'F) to 32'C (90"F)-18"C (0"F) to 21'C (70'F)Below -12'C
(10"F)-18'C (0"F) to 32'C (90"F) 20W-50 or 15W-50
15W-50 or 20W-50
SECTION 1GENERAL
When operating temperatures overlap, use the lightergrade of
oil.
Oil Capacity:Sump: I U.S. Quarls
I Total:9 U.S. QuartsMAXIMUM CERTIFCATED WEIGHTS
Ramp Weight Normal Category: 2558 lbs.Utility Category: 2208
lbs.
Takeoff Weight Normal Category: 2550 lbs.Utility Category: 2200
lbs.
Landing Weight NormalCategory: 2550 lbs.Utility Category: 2200
lbs.
CESSNAMODEL 172S
1-6 Revision 4
-
CESSNAMODEL 172S
SECTION 1GENERAL
Weight in Baggage Compartment, Normal Category:
Baggage Area 1 (Station 82 to 108): 120 lbs. See note
below.Baggage Area 2 (Station 1 08 to 1 42): 50 lbs. See note
below.
NOTE
The maximum combined weight capacity for Baggage Area1 and
Baggage Area 2 is 120 lbs.
Weight in Baggage Compartment, Utility Category:
ln this category, the rear seat must not be occupied and
thebaggage compartment must be empty.
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight: 1663 lbs. IMaximum Useful Load, Normal
Category 895lbs. IMaximum Useful Load, Utility Category: 545lbs.
ICABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door
openingsare illustrated in Section 6.
BAGGAGE SPACE AND ENTRY DIMENSIONS
Dimensions of the baggage area and baggage door opening
areillustrated in detail in Section 6.
SPECIFIC LOADINGS
Wing Loading: 14.7|bs./sq. ft.Power Loading: 14.2 lbs./hp.
1-7Revision 4
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SYMBOLS, ABBREVIATIONS AND TERMINOLOGYGENERAL AIRSPEED
TERMINOLOGY AND SYMBOLSKCAS Knots Calibrated Airspeed is indicated
airspeed
corrected for position and instrument error andexpressed in
knots. Knots calibrated airspeed is equalto KTAS in standard
atmosphere at sea level.Knots lndicated Airspeed is the speed shown
on theairspeed indicator and expressed in knots.Knots True Airspeed
is the airspeed expressed inknots relative to undisturbed air which
is KCAScorrected for altitude and temperature.Maneuvering Speed is
the maximum speed atwhich full or abrupt control movements may be
usedwithout overstressing the airframe.Maximum Flap Extended Speed
is the highestspeed permissible with wing flaps in a
prescribedextended position.Maximum Structural Gruising Speed is
the speedthat should not be exceeded except in smooth air,then only
with caution.Never Exceed Speed is the speed limit that may notbe
exceeded at any time.Stalling Speed or the minimum steady
flightspeed is the minimum speed at which the airplane
iscontrollable.Stalling Speed or the minimum steady flightspeed is
the minimum speed at which the airplane iscontrollable in the
landing configuration at the mostforward center of gravity.Best
Angle-of-Climb Speed js the speed whichresults ir.-the greatest
$ain of altitude'in a givenhorizontal distante.Best Rate-of-Climb
Speed is the speed whichresults in the greatest gain in altitude in
a given time.
SECTION 1GENERAL
KIAS
KTAS
Va
Vre
vruo
ve
Vs
Vso
I .,-,
V
Vy
CESSNAMODEL 172S
Revision 4
-
CESSNAMODEL 172S
METEOROLOGICAL TERMINOLOGYOAT Outside Air Temperature is the
free air static
temperature. lt may be expressed in either degreesCelsius or
degrees Fahrenheit.
Standard Standard Temperature ls 15"C at sea levelTemperature
pressure altitude and decreases by 2"C for each
1000 feet of altitude.Pressure Pressure Altitude is the altitude
read from anAltitude altimeter when the altimeter's barometric
scale has
been set Io 29.92 inches of mercury (1013 mb).ENGINE POWER
TERMINOLOGY
Brake Horsepower is the power developed by theengine.Revolutions
Per Minute is engine speed.Static RPM is engine speed attained
during a fullthrottle engine runup when the airplane is on
theground and stationary.Manifold Absolute Pressure is the
absolutepressure measured in the engine induction system.MAP is
measured in units of inches of mercury(inHG).Decreased proportion
of fuel in the fuel-air mixturesupplied to the engine. As air
density decreases,the amount of fuel required by the engine
decreasesfor a given throttle setting. Adjusting the
fuel-airmixture to provide a smaller portion of fuel is knownas
"leaning" the mixture.lncreased proportion of fuel in the fuel-air
mixturesupplied to the engine. As air density increases, theamount
of fuel required by the engine increases fora given throttle
setting. Adjusting the fuel-air mixtureto provide a greater portion
of fuel is known as"richening" the mixture.
Full Rich
ldle Cutoff
Mixture control full forward (pushed in, fulltravel, toward the
panel).Mixture control full aft (pulled out, full control traveaway
from the panel).
BHP
RPMStaticRPM
MAP
LeanMixture
RichMixture
SECTION 1GENERAL
1-e lRevision 4
-
SECTION 1GENERAL
FullThrottle
ClosedThrottle
CourseDatum
CESSNAMODEL 172S
ENGINE POWER TERMINOLOGY (Continued)Throttle fullforward (pushed
in, full controltravel,toward the panel) Also known as "fullopen"
throttle.Throttle full aft (pulled out, fullcontroltravel, awayfrom
the panel). Also known as the throttle "idle"position.
AIRPLANE PERFORMANCE AND FLIGHT PLANNINGTERMINOLOGY
Demon- Demonstrated Grosswind Velocity is the velocitystrated of
the crosswind component for which adequateCrosswind control of the
airplane during takeoff and landingVelocity was actually
demonstrated during certification tests.
The value shown is not considered to be limiting.
Usable Fuel Usable Fuel is the fuel available for flight
planning.Unusable Unusable Fuel is the quantity of fuel that can
not beFuel safely used in flight.GPH Gallons Per Hour is the amount
of fuel consumed
per hour.
NMPG Nautical Miles Per Gallon is the distance which canbe
expected per gallon of fuel consumed at aspecific engine power
setting and/or flightconfiguration.
g g is acceleration due to gravity.Course Datum is the compass
reference used bythe autopilot, along with course deviation, to
providelateral controlwhen tracking a navigation signal.
1-10 Revision 4
-
CESSNAMODEL 172S
c.G.Arm
c.G.Limits
SECTION 1GENERAL
WEIGHT AND BALANCE TERMINOLOGY
Reference Reference Datum is an imaginary vertical plane
fromDatum which all horizontal distances are measured forbalance
purposes.
Station Station is a location along the airplane fuselage
givenin terms of the distance from the reference datum.
Arm Arm is the horizontal distance from the referencedatum to
the center of gravity (C.G.) of an item.
Moment Moment is the product of the weight of an itemmultiplied
by its arm. (Moment divided by the constant1000 is used in this
handbook to simplity balancecalculations by reducing the number of
digits.)
Center of Center of Gravity is the point at which an airplane,
orGravity equipment, would balance if suspended. lts distance(C.G.)
from the reference datum is found by dividing thetotal moment by
the total weight of the airplane.
Center of Gravity Arm is the arm obtained byadding the
airplane's individual moments and dividingthe sum by the total
weight.
Center of Gravity Limits are the extreme center ofgravity
locations within which the airplane must beoperated at a given
weight.
Standard Standard Empty Weight is the weight of a standardEmpty
airplane, including unusable fuel, full operating fluidsWeight and
full engine oil.Basic Empty Basic Empty Weight is the standard
empty weightWeight plus the weight of optional equipment.Useful
Load Useful Load is the difference between ramp weight
and the basic empty weight.
MAC MAC (Mean Aerodynamic Chord) is the chord of animaginary
rectangular airfoil having the same pitchingmoments throughout the
flight range as that of theactual wing.
July 8/98 1-1 1
-
sEcoN 1GENERAL
Ma
-
CESSNAMODEL I72S
SECTION 1GENERAL
METRIC / IMPERIAL /U.S. CONVERSION CHARTS
The following chart-s have been provided to help
internationalloperators convert U.S. measurement supplied with the
pilot'slOperating Handbook into metric and
imperidl'measurements.
IThe standard followed for measurement units shown, is thel
National lnstitute of Slandards Technology (NIST), Publication
811,1"Guide for the Use of the tnternationd Syen t ntJ iSU.t -
|
Please refer to the following pages for these charts. I
May 30/00 1-13
-
SECTION 1GENERAL
(Kilograms x 2.205 = Pounds) (Pounds x .454 = Kilograms)
KILOGBAMS INTO POUNDSKILOGRAMMES EN LIVBES
POUNDS INTO KILOGRAMSLIVRES EN KILOGRAMMES
Figure 1-2. Weight Conversions (Sheet 1 of 2)
CESSNAMODEL 172S
kg
010203040
5060708090
100
0
t'"1 2 3 4 5 7 I I
b. tb. tb. tb. tb. tb. tb. rb, tb.
22.04644.0936.13988.18s
110.23132.28154.32176.37f98.42
220.46
2.20524.25148.29768.34i90.390
112.4134.48156.53178.57200.82
,rt.67
4.40926.4s64A.5,l2
6.61428.66050.70672,75394.799
116.85138.89160.94182.9820s.03
227.O8
8.81930.86552.91 174.95797.0
1 19.05141.10163.14185.19207.24
?29.28
r 1.02333.06955.1 1677.16299.208
121.251llit.30165.35187.39209.44
2 1.49
13.2283s.27457.32079.36610r.41
123.46'r45.51
167.55189.60211.64
23S.69
15.43237.479ia 626
17.69739.68361.72983.776105.82
127.87149.91171.96194.01216.05
238.10
19.84241.888R? O'
70.54892.594
114.64136.69158.73180.78202.83
?24.87
81.571103.62
125.66147.71169.76191.80213.85
235.90
85.980108.03
f30.07152.12174.17196.21218.28
21O.30
tb.
.010203040
5060708090
100
0
kg
1 2 3 4 5 o 7 8 o
kg kg kg ko kq kg kg kg kg
4.5369.072
13.60818.1&
22.68027.21631.75236.287&.823
45.359
o.1,54
4.9909.525
14.06118.s97
23.13327.66932.20536.7414',t.277
45.813
0.9075.143
9.97914.51519.051
23.58728.12332.65937.19541.731
46.266
.36115.897
10.49314.96919.504
24.M028.57633.11237.64842.184
46.720
.811 46.350
10.88615.422r9.958
24.49429.0303rf,s6638.10242.638
47.174
2.2686.804
11.34015.87620.412
24.94829.48434.01938.55543.091
47.627
2.7227.257
11.79316.32920.865
25.40129.937u.47339.009,l{1.545
48.08'l
3.1757.711
't2.24716.78321.319
25.85530.39134.92739.463l{.999
48.534
3.6298.165
12.70117.23721.772
26.30330.8,1435.38039.91644.452
48.988
4.O428.618
13.15417.69022.226
26.76231.29835.83440.37044.906
49.442
1-14 July 8/98
-
CESSNAMODEL 172S
(Kilograms x2.205 = Pounds)
POUNDS
220210200190180'170
160150140130
12011010090807060504030
(Pounds x.454 = Kilograms)
KILOGRAMS
100
95
90
85
8075
70
65
60
55
50
4540
35
30
25
20
15
10
5
0
SECTION 1GENERAL
)
Units x 10, 100, etc.
Figure 1-2 . weight Conversions (Sheet 2) 05851102
Revision 4 1-15
-
SECTION 1GENERAL
(Meters x 3.281 = Feet) (Feet x .305 = Meters)METERS INTO
FEETMETRES EN PIEDS
FEET INTO METERSPEDS EN METRES
Figure 1-3. Length Conversions (Sheet 1 of 2)
CESSNAMODEL 172S
m
010203040
506070BO
90
100
0r 1 2 3 4 5 6 7 I Ifeet feet feet feet feet feet feet feet
feet32.80865.61798.425131.23
164.O4'195.85
229.66262.47295.27
328.08
3.28'l36.08968.897101.71134.51
167.32200.13232.94265.75298.56
331.36
6.56239.37072.178104.99137.79
170.60203.41236.22269.03301.84
334.64
9.84242.65175.459108.27141 .08
173.86206.69239.50272.31305.1 2
337.93
13.12345.93278.740111.55144.36
177.16209.97242.78275.59308.40
341.21
16.40449.21282.021114.83147.64
180.45213.25246.06278.8731 1.68
344.49
19.68552.49385.302118.11150.92
183.73216.53249.34282.15314.96
347.77
22.95655.77488.582121.39't54.20
187.01219.82252.62285.43318.24
05351
26.24759.05s91.863124.67157.48
190.29223.10255.90288.71321.52
354.33
29.52862.33695j44127.95160.76
193.57226.38259.19291 .58324.80
357.61
r 0t;ol-
ro I g.oezo I e.ogeso I s.r
..1,.:.,oo I re.esaro lz'....ao lz+.saso lzt.qsz
,oo lro.ouo
1 2 3 4 5 6 7 8 Im m m m m m m m m
0.3053.3536.4019.449
12.497
15.54518.59321.64124.68927.737
30.785
0.6103.6586.7069.754
12.802
15.85018.89821.94624.99428.042
31.090
0.9143.9627.010
10.0581 3.1 06
16.15419.20222.25025.29828.346
31 .394
1.2194.2677.315
10.36313.41 1
16.45919.50722.55525.60328.651
31.699
1.5244.5727.620
10.66813.716
16.75419.81222.86025.90828.956
32.004
1.8294.8777.925
10.97314.021
17.06920.11723.16526.2't329.261
32.309
2.1345.1828.230
1't.27814.326
17.37420.42223.47026.51829.566
32.614
2.4385.4868.534
11.5821 4.630
17.67820.72623.77426.82229.870
32.918
2.7435.7918.839
11.88714.935
17.98321.03124.O7927.12730.1 75
33.223
1-16 May 30i00
-
CESSNAMODEL 172S
(Metersx3.281=Feet)
320
300
280
260
240
220
200
180
160
I
120
100
(Feetx.305=Meters)
METERS100
95
90
85
80
75
70
65
60
55
5045
40
3530
25
20
15
10
5
0 Units x 10, 100, etc.
SECTION 1GENERAL
1-17Revision 4
Figure 1-3 . Length Conversions (Sheet 2)
-
SECTION 1GENERAL
(Centimeters x .394 = lnches) (lnches x 2.54 =
Centimeters)CENTIMETERS INTO INCHESCENTIMETRES EN POUCES
INCHES INTO CENTIMETERSPOUCES EN CENTIMETRES
CESSNAMODEL 172S
cm
010203040
5060708090
100
0E1 2 3 4 5 6 7 I 9
tn. tn- tn. tn. tn. tn. tn. tn. tn.
a.;;;7.874
11.8111s.748
19.68523.62227.55931.49635.433
39.370
0.3944.3318.268
12.20516.142
20.07924.O1627.95331.89035.827
39.764
0.7874.7248.661
12.59816.535
20.47224.40928.34632.28336.220
40.157
1.1815.1189.055
12.99216.929
20.86624.80328.74032.67736.614
40.551
1.5755.5129.449
13.38617.323
21.26025.19729.13433.07137.008
40.945
1.9695.9069.843
13.78017.717
21.65425.59129.52833.46537.402
41.339
2.3626.299
10.23614.17318.1 10
22.04725.98429.92133.85837.795
41.732
2.7566.693
10.63014.56718.504
22.44126.37830.31534.25238.1 89
42.126
3.1507.087
11.02414.96'|18.898
22.83526.77230.70934.64638.583
42.520
3.5437.480
11.41715.35419.291
23.22827.16431 .10235.03938.976
42.913
tn.
010203040
5060708090
100
0r 1 2 3 4 5 6 7 I 9cm cm cm cm cm cm cm cm
cm,;.;;50.8076.20
101 .60
127.00152.40177.80203.20228.60
254.OO
2.5427.9453.3478.74
104.14
129.54154.94180.34205.74231.14
256.54
5.0830.4855.8881.28
106.68
132.08157.48182.88208.28233.68
259.08
7.6233.0258.4283.82
109.22
134.62160.02185.42210.82236.22
261.62
10.1635.5660.9686.36
111.76
137.16162.56187.96213.36238.76
264.16
12.7038.1063.5088.90
114.30
139.70165.10190.50215.90241.30
266.70
15.2440.6466.0491.44
1 16.84
142.24167.64193.04218.44243.84
269.24
17.7843.1868.5893.98
1 19.38
144.781 70.1 8195.58220.98246.38
271.78
20.3245.727't.1296.52
121.92
147.32172.721 98.1 2223.52248.92
274.32
22.9648.2673.6699.06
124.46
149.86175.26200.66226.06251.46
276.86
1-18
Figure 1-4. Length Conversions (Sheet 1 o'2)
May 30/00
-
CESSNAMODEL 172S
SECTION 1GENERAL
(Centimeters x .394 = Inches) (lnches x2.54 = Centimeters)INCHES
CENTIMETERS
Units x 10, 100, etc.
0585T1028
Figure 1-4. Length Conversions (Sheet 2) IRevision 4 1-19
252429222120191817
161514131211
10II7654321
0
-
SECTION 1GENERAL
CESSNAMODEL 172S
(StatuteMilesx1.609=Kilometers)
(Kilometersx.622=StatuteMites)(Statute Miles x.869=Nautical Miles)
(Nautical Miles x1.1 5=Statute Miles)
(Nautical Miles x1.852=Kilometers) (Kilometersx.S4=Nautical
Mites)
STATUTE NAUTICALMILES MILES KILOMETERS115 -r 100 100
95
90
85
8075
70
65
6055
50
4540
35
30
25
20
15
10
110 f 95
95eof80
80+7075+65Toaoo651ss
25Izo20
10+105+5 5+100-L0 0r0
180
170105 + e0too tr tu
85+75
50+4545+4040+3535+30soazs
160
150
140
130
't20
110
10060
90
80
70
60
50
40
30
20
55
F1515 -1
Units x 10, 100, etc.
0585T1 029
1-20
Figure 1-5. Distance Conversions
Revision 4
-
CESSNAMODEL 172S
(lmperial Gallons x 4.546 = Liters) llIF (Liters x .22 =
lmperial Gallons)IFLTTERS |NTO IMPERIAL GALLONS
LITRES EN GALLONS IMPERIAL
SECTION 1GENERAL
IMPERIAL GALLONS INTO LITERSEIGALLONS IMPERIAL EN LITRES
0LI
[-oh
ro I z.zoozol a.aooso I e.ssso I s.zss,o l.,o.nrnso I ts.rggzo I
rs.gseeo I r z.sgeso I rg.zse
'oo L'.rn,
1 2 3 4 5 6 7 8 9
IG IG IG IG IG IG IG IG IG0.?202.4204.6206.8199.019
11,219't3.419
15.61817.8f820.0't8
22.218
0.4402.04.U07.0399.239
1 l.l1913.63915.83818.03820.238
22.438
0.6602.8605.0s97.2599.459
11.65913.85916.05818.25820.f58
22.658
0.8803.0805.2797.4799.679
11.87914.07816.27818.47820.678
22.878
1.1003.3005.4997.6999.899
12.09914.29816.49818.69820.898
23.098
1.3203.5205.7197.919
10.1 t9
12.31914.51816.7t8r8.91821.118
23.318
1.5403.7405.9398.r39
10.339
12.53914.73816.93819.13821.338
23.537
1.7603.9606.1598.3s9
10.559
12.75914.95817.15819.35821.558
23.757
1.9804.1806.3798.579
10.779
12.97915.17817.37819.57821.778
23.9n
IG
010203040
5060708090
100
0t"1 2 3 4 5 7 I I
Lt Lt Lt L LI Lt Lt Lt Lt
4s.46090.919136.38181.84
227.30272.78918.22363.68409.14
454.60
4.54650.0069s.465140.93188.38
231.U277.3032,.76368.?2413.68
459.14
9.092s.sz100.01145.47190.93
236.39281.85327.31372.77418.23
453.69
13.63859.097104.56150.02195.48
240.94286.40331.86377.32422.77
468.23
r8.18463.643109.10154.56200.02
2.48290.94336.40381.86427.32
472.78
22.73068.189113.65159.1 120..57
250.03295.49340.95386.411.87
477.33
27.27872.7351 18.20163.66209.1 1
2U.57300.03345.49390.95436.41
1.87
31.82277.281122.74168.20213.66
259.12304.58350.04395.50440.96
486.42
36.36881,827127.29172.75218.2',1
263.67309.13354.59400.044/.5.s0
490.96
40.91486.373131.83177.29,rr.75
268.21313.67359.13404.59450.05
495.51
May 30/00
Figure 1-6. Volume Conversions (Sheet 1 of 3)
1-21
-
CESSNAMODEL 172S
SECTION 1GENERAL
(fmperial Gallons x 4.4546 = Litres)(Litres x .22 = lmperial
Gallons)
IMPERALGALLONS
Units x 10, 100, etc.Figure l-6. Volume Conversions
0585T1032
(Sheet 2 of 3)
4o LrERS420400380360340320300280260240220oo18016014012010080
1009590858075
706560
5045
403530252015
10
5
0
40200
July 8/981-22
-
CESSNAMODEL 172S
(lmperial Gallons x 1.2 = U.S. Gallons)(U.S. Gallo_ns x .8gg- =
lmperiat Gailon)(U.S. Gallons x 3.785 Liters) ltIF (Liters x .264 =
U.S. Gallons)LITERS 1
36034032030028026024A
SECTION 1GENERAL
0585T1033
IMPERIAL U. S.cALLoNs 1oor12o GALLoNS too
e5f 1 1sso-.l- 110
1051009590
201510
858075706560b5504540353025
65605550454035302520
20151050
151050
9590858075
858075
6560555045403530
220200180160
140120100
806040200
Units x 10, 100, etc.
May 30/00
Figure 1-6. Volume Conversions (Sheet 3 of 3)
1-23
-
SECTION 1GENERAL
CESSNAMODEL 172S
0585T1034
TEMPERATURE CONVERSIONS
("F-32)x5/9= oC "Cx9/S *52=oFoFloc oF loc{0 160
180
10
10
20
40
100
10
120
30
140
50
70
110120130140150160
1-24
Figure 1-7. Temperature Conversions
July 8/98
-
CESSNAMODEL 172S
SECTION 1GENERAL
PRESSURE CONVERSIONHECTOPASCALS (MILLIBARS) TO INCHES MERCURY
(inHG)
IF Figure 1-8. Hectopascals to lnches Mercury
Revision 4
'E';q
I'in
a
a
B
c
ca
s8i
a
tlda
a
a
t
a
F
Ho=
g
gg
'E-g-g'a-
;9-
;--g--a-
e-
*-
t-
t--t-E-&-t-
1-25
-
SECTION 1GENERAL
I
l,-ru
CESSNAMODEL 172S
AVGAS Specific Gravitv = .72(Liters X.72 = Kilograms) -
(Kilograms X 1.389 = Liters)
(Liters X 1.58 = Pounds) - (Pounds X.633 = Liters)LITERS POUNDS
LITERS KILOGRAMS
1009590858075706560555045403530
100150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
AVGAS FUEL
9085807570656055
53025201510
5
201510
Units x 10, 100, etc.
0585T1030
Figure 1-9. Volume to Weight Conversion
Revision 4
-
CESSNAMODEL 172S
AV GAS
SPECIFICGRAVITY
0.72
SECTION 1GENERAL
1-27/1-281Revision 4
Figure 1-10. Quick Conversions
-
))
)
)
)
)
)
-
CESSNAMODEL 172S
sEcTroN 2LIMITATIONS
TABLE OF CONTENTS
lntroductionAirspeed LimitationsAirspeed lndicator
MarkingsPowerplant Li mitationsPowerplant lnstrument MarkingsWeight
Limits
Normal CategoryUtility Category
Center Of Gravity LimitsNormal CategoryUtility Category
Maneuver LimitsNormal CategoryUtility Category
Flight Load Factor LimitsNormal CategoryUtility Category
Kinds Of Operation LimitsFuel LimitationsAdditional Fuel
LimitationsOther Limitations
Flap LimitationsPlacards
SECTION 2LIMITATIONS
Page
2-32-42-52-52-62-72-72-72-72-72-82-82-82-9
2-102-102-102-102-112-112-112-112-12
lRevson 2-1t2-2
-
CESSNAMODEL 172S
SECTION 2LIMITATIONS
INTRODUCTIONSection 2 includes operating limitations, instrument
markings,
and basic placards necessary for the safe operation of the
airplane,its engine, standard systems and standard equipment.
Thelimitations included in lhis section and in Section t have
beenapproved by the Federal Aviation Administration. Observance
ofthese operating limitations is required by Federal
AviationRegulations.
NOTE
Refer to the Supplements, Section 9, of this Pilot'sOperating
Handbook for amended operating limitations,operating procedures,
performance data and othernecessary information for airplanes
equipped with specificoptions.
NOTE
The airspeeds listed in the Airspee Limtations chart(Figure 2-1)
and the Airspeed lndicator Markings chart(Figure 2-2) are based on
Airspeed Calibration data shownin Seclion 5 with the normal static
source. lf the alternatestatic source is being used, ample margins
should beobserved to allow for the airspeed calibration
variationsbetween the normal and alternate statc sources as shownin
Section 5.
The Cessna Model 1725 is certificated under FAA fypelCertificate
No.3412. I
2-3May 30/00
-
AIRSPEED LMITATIONSAirspeed limitations and their operational
significance are shown
in Figure 2-lr Maneuvering speeds shown apply to normal
categoryoperations. The utility category maneuvering speed is 98
KIAS t2200 pounds.
SECTION 2LIMTATIONS
CESSNAMODEL 1725
SYMBOL SPEED KCAS KIAS REMARKSvnE Never Exceed Speed 160 163 Do
not exceed this
speed in anyoperation.
vuo Maximum StructuralCruising Speed
126 129 Do not exceed thisspeed except insmooth air, andthen
only withcaution.
V ManeuveringSpeed:
2550 Pounds2200 Pounds1900 Pounds
1029588
1059890
Do not make full orabrupt controlmovements abovethis speed.
vre Maximum FlapExtended Speed:
l0o Flapsl0oto 30o Flaps
10785
11085
Do not exceed this;peed with flapslown.
MaximumWindow OpenSpeed
160 163 Do not exceed thisspeed with windowsopen.
2-4
Figure 2-1. Airspeed Limitations
July 8/98
-
CESSNAMODEL 172S
AIRSPEED INDCATORAirspeed indicator markings
shown in Figure 2-2.
SECTION 2LIMITATIONS
MARKINGSand their color code significance are
MARKINGKIAS
VALUEOR RANGE
White Arc 40-85 Full Flap Operating Range. Lowerlimit is maximum
weight Vg. inlanding configuration. Uppr limit ismaximum speed
permissible withflaps extended.
Green Arc 48 -129 NormalOperating Range. Lowerlimit is maximum
weight Vg, at mostforward C.G. with flaps retrdcted.Upper limit is
maximum structural
)ns must be conducted withand only in smooth air.
Maximum speed for all operations.
POWERPLANT LIMITATIONSEngine Manufacturer: Textron
Lycoming.Engine Model Number: 10-360-L24.Maximum Power: 180 BHP
rating.Engine Operating Limits for Takeoff and Continuous
Operations:
Maximum Engine Speed:2700 RPM.
NOTE
The static RPM range at fullthrottle is 2300 - 2400 RPM.
Maximum Oil Temperature:Oil Pressure, Minimum:
Maximum:
245"F (118"C).20 PSt.115 PSl.
Revision 4 2-5
-
SECTION 2LIMITATIONS
CESSNAMODEL 172S
Fuel Grade: See Fuel Limitations.Oil Grade (Specification) :I
MIL-L-6btiz or SAE i1966 Aviation Grade Straight Minerat Oit orI
MIL-L-22851 or SAE J1899 Ashless Dispersant Oil. Oil mustI comply
with the latest revision and/or supplement for TextronI Lycoming
Service lnstruction No. 1014.Propeller Manufacturer: McCauley
Propeller Systems.Propeller Model Number: 141 70ElJHA7660.Propeller
Diameter : Maximum 76 inches.
: Minimum: 75 inch minimum.
POWERPLANT INSTRUMENT MARKNGSPowerplant instrument markings and
their color code significanceare shown in Figure 2-3.
2-6
INSTRUMENT RED LINE(MTNTMUM)GREEN ARC(NORMALoPERATTNG)
REDLINE(MAx)
Iachometer:Sea Level5000 Feet10,000 Feet
2100 to 2500 RPM2100 to 2600 RPM2100 to 2700 RPM
2700
0rlemperature
100 to 245"F 245"F
Oil Pressure 20 PSI 50 to 90 PSI 115PSI
Fuel Quantity 0(1.5 Gal. Unusable
Each Tank)Fuel Flow I to 12 GPHVacuum Gage 4.5 - 5.5 in.Hg
Figure 2-3. Powerplant lnstrument Markings
Revision 4
-
CESSNAMODEL 172S
WEIGHT LMITS
NORMAL CATEGORY
Maximum Ramp Weight: 2558 lbs.Ma
-
SECTION 2LIMITATIONS
CESSNAMODEL 172S
UTILITY CATEGORY
Center of Gravity Range:
Forward: 35.0 inches att of datum at 1950 lbs. or less,
withstraight line variation to 37.5 inches aft of datum at2200
lbs.
Aft: 40.5 inches 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
utilitycategory. The normal category is applicable to aircraft
intended fornon aerobatic operations. These include any maneuvers
incidentalto normal flying, stalls (except whip stalls), lazy
eights, chandelles,and turns in which the angle of bank is not more
than 60".
NORMAL CATEGORY MANEUVERS AND RECOMMENDED EN.TRY SPEET
Chandelles 105 KnotsLazy Eights 105 KnotsSteep Turns 95
KnotsStalls (Except Whip Stalls) Slow Deceleration"Abrupt use of
the controls is prohibited above 105 KIAS.
2-B July 8/98
-
UTILITY CATEGORY
This airplane is not designed for purely aerobatic flight.
However,in the acquisition of various certificates such as
commercial pilotand flight instructor, certain maneuvers are
required by the FAA. Allof these maneuvers are permitted in this
airplane when operated inthe utility category.
ln the utility category, the rear seat must not be occupied and
thebaggage compartment must be empty .
UTILITY CATEGORY MANEUVERS AND RECOMMENDED ENTRYSPEED*
CESSNAMODEL 172S
ChandellesLazy EightsSteep TurnsSpinsStalls (Except Whip
Stalls)
SECTION 2LIMITATIONS
105 Knots105 Knots95 Knots
Slow DecelerationSlow Deceleration
* Abrupt use of the controls is prohibited above g8 knots.
Aerobatics that may impose high loads should not be
attempted.The important thing to bear in mind in flight maneuvers
is that theairplane is clean in aerodynamic design and will build
up speedquickly with the nose down. Proper speed control is an
essential re-quirement for execution of any maneuver, and care
should alwaysbe exercised to avoid excessive speed which in turn
can impose ex-cessive loads. ln the execution of all maneuvers,
avoid abrupt useof controls.
2-9Jul 8/98
-
SECTION 2LIMITATIONS
CESSNAMODEL 172S
FLIGHT LOAD FACTOR LIMITSNORMAL CATEGORY
Flight Load Factors (Maximum Takeoff Weight - 2550 lbs.):*Flaps
Up . . +3.89, -1.529*Flaps Down +3.09
*The design load factors are 150% of the above, and in all
cases,the structure meets or exceeds design loads.
UTILITY CATEGORY
Flight Load Factors (Maximum Takeoff Weight - 2200 lbs.):*Flaps
Up . . +4.49, -1.769*Flaps Down +3.09
*The design load factors are 150% of the above, and in all
cases,the structure meets or exceeds design loads.
KNDS OF OPERATION LIMITSI fne airplane as delivered is equipped
for day VFR and may belequipped for night VFR and/or IFR
operations. FAR Part 91establishes the minimum required
instrumentation and equipmentfor these operations. The reference to
types of flight operations onthe operating limitations placard
reflects equipment installed at thetime of Airworthiness
Certificate issuance.
Flight into known icing conditions is prohibited.
2-10 Revision 4
-
CESSNAMODEL 172S
SECTION 2LIMITATIONS
FUEL LIMITATIONSTotal Fuel: 56 U.S. gallons (2 tanks at 28.0
gallons each).
Usable Fuel (all flight conditions):53.0 U.S. gallons.Unusable
Fuel: 3.0 U.S. gallons (1.5 gallons each tank).
NOTE
To ensure maximum fuel capacity and minimize cross-feeding when
refueling, always'park'the airplane in a wings-level, normal ground
attitude and place the fuel selectoi inthe Left or Right position.
Refer to Figure 1-1 for normalground attitude definition.
ADDITIONAL FUEL LIMITATONSTakeoff and land with the fuel
selector valve handle in the BOTHposition.
Maximum slip or skid duration with one tank dry: 30 seconds.
Operation on either LEFT or RIGHT tank limited to level flight
only.
With 1/4 tank or less, prolonged uncoordinated flight is
prohibitedwhen operating on either left or right tank.
Fuel remaining in the tank after the fuel quantity indicator
reads 0(red line) cannot be safely used in flight.Approved Fuel
Grades (and Colors):
10011Grade Aviation Fuel (Blue).100 Grade Aviation Fuel
(Green).
OTHER LIMTATIONSFLAP LIMITATIONS
Approved Takeoff Range:Approved Landing Range:
0o to 10o0o to 30'
Jul 8/98 2-11
-
SECTION 2LIMITATIONS
CESSNAMODEL 172S
PLACARDSThe following information must be displayed in the form
of compos-ite or individual placards.
1. ln full view of the pilot: (The "DAY-NIGHT-VFR-IFR'
entry,shown on the example below, will vary as the airplane
isequipped).
The markings and placards installed in this airplane
containoperating limitations which must be complied with when
operatingthis airplane in the Normal Category. Other operating
limitationswhich must be complied with when operatng this airplane
in thiscategory or in the Utility Category are contained in the
Pilot'sOperating Handbook and FAA Approved Airplane Flight
Manual.
Normal Category No acrobatic maneuvers, including
spins,approved.
Utility Category No acrobatic maneuvers approved,except those
listed in the Pilot'sOperating Handbook.
Baggage compartment and rear seatmust not be occupied.
Opposite rudder - forward elevator -neutralize controls.
Spin Recovery
Flight into known icing conditions prohibited.
This airplane is certified for the following flight operations
as ofdate of original airworthiness certificate:
DAY-NIGHT-VFR-IFR
2-12 Revision 4
-
TAKEOFFLANDING
BOTH53.0 GAL.
FUELSELECTOR
ALL FL]GHTATTITUDES
LEFT26.5 GAL.
LEVELFLIGHTONLY
RIGHT26.5 GAL.
LEVELFLIGHTONLY
CESSNAMODEL 172S
2. On the fuel selector valve:
SECTION 2LIMITATIONS
3. Near fuel tank filler cap:
FUELlOOLUIOO MIN. GRADE AVIATION GASOLINE
CAP.26.5 U.S. GAL. USABLECAP 17.5 U.S. GAL USABLE TO BOTTOM
OF FILLER INDICATOR TAB
4. On flap control indicator:
0" to 10o 1 10 KIAS
10o to 30o 85 KIAS
(Partial flap range with blue colorcode; also, mechanical detent
at 10'.)
(White color code; also, mechanicaldetent at 20'.)
Jul 8/98 2-13
-
SECTION 2LIMITATIONS
5. ln baggage compartment:120 POUNDS MAXIMUM BAGGAGE
FORWARD OF BAGGAGE DOOR LATCH
50 POUNDS MAXIMUMBAGGAGE AFT OF BAGGAGE DOOR LATCH
MAXIMUM 120 POUNDS COMBINED
FOR ADDITIONAL LOADING INSTRUCTIONSSEE WEIGHT AND BALANCE
DATA
A calibration card must be provided to indicate the accuracyof
the magnetic compass in 30" increments.
On the oil filler cap:
olL8 QTS
CESSNAMODEL 172S
6.
7.
8. On control lock:CAUTION!
CONTROL LOCKREMOVE BEFORE STARTING ENGINE
9. Near airspeed indicator:MANEUVERING SPEED - 105 KIAS
2-14 Revision 4
-
CESSNAMODEL 172S
SECTION 2LIMITATIONS
10. On the Upper Right Side of the Aft Cabin Partition:EMERGENCY
LOCATOR TRANSM ITTER
INSTALLED AFT OF THIS PARTITIONMUST BE SERVICED IN
ACCORDANCE
WITH FAR PART 91.207
11. On forward face of firewall adjacent to the battery:CAUTION
24 VOLTS D.C.
THIS AIRCRAFT IS EQUIPPED WITH ALTERNATORAND A NEGATIVE GROUND
SYSTEM.
OBSERVE PROPER POLARITY.REVERSE POLARITY WILL DAMAGE
ELECTR]CAL
COMPONENTS.
12. On the upper right instrument panel:SMOKING PROHIBITED
lRevson 2-15/2-16
-
,)
-
SECTION 3EMERGENCY PROCEDURES
TABLE OF CONTENTSlntroduction
AIRSPEEDS
Airspeeds For Emergency Operation
EMERGENCY PROCEDURES CHECKLIST
Engine FailuresEngine Failure During Takeoff RollEngine Failure
lmmediately After TakeoffEngine Failure During Flight (Restart
Procedures)
Forced LandingsEmergency Landing Without Engine
PowerPrecautionary Landing With Engine PowerDitching
I il
During Start On GroundEngine Fire ln FlightElectrical Fire ln
FlightCabin FireWing Fire
lcinglnadvertent lcing EncounterStatic Source Blockage
Landing Wth A Flat Main TireLanding With A Flat Nose Tire
CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
Page
3-3
3-3
3-613-5
3-43-43-43-513-53-5
3x3-73-8I3-83-93-93-9
3-103-103-10
Revision 4 3-1
-
SECTION 3EMERGENCY PROCEDURES
TABLE OF CONTENTS (Continued)
CESSNAMODEL 172S
Page
Electrical Power Supply System Malfunctions . . . 3-11Ammeter
Shows Excessive Rate of Charge(Full Scale Deflection) 3-11Low
Voltage Annunciator (VOLTS) llluminates During Flight(Ammeter
lndicates Discharge) 3-11
Vacuum System Failure 3-12AMPLIFIED EMERGENCY PROCEDURES
Engine Failure 3-13Forced Landings 3-15Landing Without Elevator
ControlFiresEmergency Operation ln Clouds (Vacuum System
Failure)
Executing A 180' Turn ln CloudsEmergency Descent Through
CloudsRecovery From Spiral Dive ln The Clouds
lnadvertent Flight lnto lcing ConditionsStatic Source Blocked
3-18
SpinsRough Engine Operation Or Loss Of Power
Spark Plug Fouling . . .Magneto MalfunctionEngine-Driven Fuel
Pump FailureExcessive Fuel Vapor lndicationsLow Oil Pressure
Electrical Power Supply System MalfunctionsExcessive Rate of
Chargelnsufficient Rate Of Charge
Other Emergencies
3-153-163-163-163-173-183-18
3-193-203-203-203-203-213-213-223-223-233-233-23
3-2
Windshield Damage
Revision 4
-
INTRODUCTION
.
Section 3 provides checklist and amplified procedures for
copingwith emergencies that may occur. Emergencies caused by
airpianeor engine malfunctions are extremely rare if proper
preflightinspections and maintenance are practiced. Enroute
weateremergencies can be minimized or eliminated by careful
flightplanning and good judgment when unexpected weather -
isencountered. However, should an emergency arise, the
basicguidelines described in this section should be considered
andapplied as necessary to correct the problem. Emergency
proceduresassociated with standard avionics, the ELT, or any
optional systems.can be found in the Supplements, Section 9. I
AIRSPEEDSAIRSPEEDS FOR EMERGENCY OPERATION
CESSNAMODEL 172S
Engine Failure After Takeoff:Wing Flaps UpWing Flaps Down
Maneuvering Speed:2550 Lbs2200 Lbs1900 Lbs
Maximum GlidePrecautionary Landing With Engine PowerLanding
Without Engine Power:
Wing Flaps UpWing Flaps Down
SECTION 3EMERGENCY PROCEDURES
70 KIAS65 KIAS
105 KIAS98 KIAS90 KIAS68 KIAS65 KIAS
70 KIAS65 KIAS
May 30/00 3-3
-
EMERGENCY PROCEDURES CHECKLISTProcedures in the Emergency
Procedures Checklist portion of
this section shown in bold faced type are immediate action
itemswhich should be committed to memory.
ENGINE FAILURESENGINE FAILURE DURING TAKEOFF ROLL
1. Throttle -- IDLE.2. Brakes-- APPLY.3. Wing Flaps --
RETRACT.4. Mixture -- IDLE CUT OFF.5. lgnition 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 Shutoff Valve -- OFF (Pull
Full Out).4. lgnition Switch -- OFF.5. Wing Flaps -- AS REQUIRED.6.
Master Switch -- OFF.7. Cabin Door -- UNLATCH.8. Land -- STRAIGHT
AHEAD.
SECTION 3EMERGENCY PROCEDURES
lr-o
CESSNAMODEL 172S
Revision 4
-
CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
ENGINE FAILURE DURING FLIGHT (Restart Procedures)1. Airspeed --
68 KIAS.2. Fuel Shutoff Valve
- ON (push full in).
3. Fuel Selector Valve .. BOTH.4. Auxlliary Fuel Pump Switch
- ON.
5. Mixture -- RICH (if restart has not occurred).6. lgnition
Switch -- BOTH (or START if propelter is stopped).
NOTE
lf the propeller is windmilling, the engine will
restartautomatically within a few seconds. lf the propellerhas
stopped (possible at low speeds), turn thenition switch to START,
advance the throttle slowlyfrom idle and lean the mixture from full
rich asrequired for smooth operation.
7. Auxiliary Fuel Pump Switch -- OFF.NOTE
lf the fuel flow indicator immediately drops to zero(indicating
an engine-driven fuel pump failure), returnthe Auxiliary Fuel Pump
Switch to the ON position.
FORCED LANDINGSEMERGENCY LANDING WITHOUT ENGINE POWER
1. Passenger Seat Backs -- MOST UPRIGHT POSIT|ON.2. Seats and
Seat Belts -- SECURE.3. Airspeed -- 70 KIAS (flaps UP).
65 KIAS (flaps DOWN).4. Mixture -- IDLE CUT OFF.5. Fuel Shutoff
Valve -- OFF (Pull Full Out).6. lgnition Switch -- OFF.7. Wing
Flaps -- AS REQUIRED (30'recommended).8. Master Switch -- OFF (when
landing is assured).9. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
10. Touchdown -- SLIGHTLY TAIL LOW.11. Brakes -- APPLY
HEAVILY.
Revision 4 3-51
-
SECTION 3EMERGENCY PROCEDURES
CESSNAMODEL 172S
PRECAUTIONARY LANDING WITH ENGINE POWER1. Passenger Seat Backs
-- MOST UPRIGHT POSITION.2. Seats and Seat Belts -- SECURE.3.
Airspeed -- 65 KIAS.4. Wing Flaps -- 20'.5. Selected Field -- FLY
OVER, noting terrain and obstructions,
then retract flaps upon reaching a safe altitude and airspeed.6.
Avionics Master Switch and Electrical Switches -- OFF.7. Wing Flaps
-- 30" (on final approach).8. Airspeed -- 65 KIAS.9. Master Switch
-- OFF.
10. Doors -- UNLATCH PRIOR TO TOUCHDOWN.11. Touchdown --
SLIGHTLY TAIL LOW.12. lgnition Switch -- OFF.13. Brakes -- APPLY
HEAVILY.
DITCHING1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving
location
and intentions and SOUAWK 7700.2. Heavy Objects (in baggage
area) -- SECURE OR JETTISON
(if possible).3. Passenger Seat Backs -- MOST UPRIGHT
POSITION.4. Seats and Seat Belts -- SECURE.5. Wing Flaps -- 20" to
30".6. Power -- ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS.
NOTElf no power is available, approach at 70 KIAS with flaps
upor at 65 KIAS with 10'flaps.
7. Approach -- High Winds, Heavy Seas -- INTO THE WIND.Light
Winds, Heavy Swells -- PARALLEL TOSWELLS.
8. Cabin Doors -- UNLATCH.9. Touchdown -- LEVEL ATTITUDE AT
ESTABLISHED RATE OF
DESCENT.10. Face -- CUSHION at touchdown with folded coat.11.
ELT -- Activate.12. Airplane -- EVACUATE through cabin doors. lf
necessary,
open window and flood cabin to equalize pressure so doorscan be
opened.
13. Life Vests and Raft -- INFLATE WHEN CLEAR OF AIRPLANE.
l.-u Revision 4
-
CESSNAMODEL 172S
FIRESDURING START ON GROUND
SECTION 3EMERGENCY PROCEDURES
1. lgnition Switch -. START, Continue Cranking to get a
startlwhich would suck the flames and accumulated fuel into
theengine.
lf engine starts:
2. Power -- 1800 RPM for a few minutes.3. Engine -- SHUTDOWN and
inspect for damage.
lf engine fails to start:
4. Throtile -- FULL OPEN.5. Mixture
- IDLE CUT OFF.
6. Cranking -
CONTINUE.7. FuelShutoff Valve -- OFF (Pull Fuil Out).8.
Auxiliary Frel Pump_switch .. OFF. I9. Fire Extinguisher --
ACTIVATE.
10. Engine -- SECURE.a. Master Switch -- OFF.b. lgnition Switch
-- OFF
11. Parking Brake -- RELEASE.12. Airplane -- EVACUATE.13. Fire
-- EXTINGUISH using fire extinguisher, wool blanket, or
dirt.14. Fire Damage -- INSPECT, repair damage or replace
damaged
components or wiring before conducting another flight.
ENGINE FIRE IN FLIGHT
1. Mixture -- IDLE CUT OFF.2. Fuel Shutoff Valve
- Pull Out (OFF).
3. Auxiliary Fuel Pump Switch -
OFF.4. Master Switch -- OFF. I5. Cabin Heat and Air -- OFF
(except overhead vents).6. Airspeed -- 100 KIAS (lf fire is not
extinguished, increase glide
speed to find an airspeed - within airspeed limitations -
whichwill provide an incombustible mixture).
7. Forced Landing -- EXECUTE (as described in EmergencyLanding
Without Engine Power).
3.71Revision 4
-
SECTION 3 CESSNAEMERGENCY PROCEDURES MODEL 1725ELECTRICAL FIRE
IN FLIGHT
1. Master Switch -
OFF.2. Vents, Cabin Air, Heat
- CLOSED.
3. Fire Extinguisher -
ACTIVATE.4. Avionics Master Switch -- OFF.5. All Other Switches
(except ignition switch) -- OFF.
[, wenrurneAFTER DISCHARGING FIRE EXTINGUISHER ANDASCERTAINNG
THAT FIRE HAS BEENEXTINGUISHED, VENTILATE THE CABIN
6. Vents/Cabin Air/Heat -- OPEN when it is ascefiained that
fireis completely extinguished.
lf fire has been extinguished and electrical power is
necessaryfor continuance of flight to nearest suitable airport or
landing area:
7. Master Switch -- ON.8. Circuit Breakers -- CHECK for faulty
circuit, do not reset.9. Radio Switches -- OFF.
10. Avionics Master Switch -- ON.11. Radio/Electrical Switches
-- ON one at a time, with delay after
each until short circuit is localized.
CABIN FIRE
1. Master Switch -
OFF.2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).3. Fire
Extinguisher .. ACTIVATE.
[, wenrurrucAFTER DISCHARGING FIRE EXTINGUISHER ANDASCERTAINING
THAT FIRE HAS BEENEXTINGUISHED, VENTILATE THE CABIN.
4. Vents/Cabin Air/Heat -- Open when it is ascertained that fire
iscompletely extinguished.
5. Land the airplane as soon as possible to inspect for
damage.
lr-, Revision 4
-
CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
WING FIRE
1. Landing/Taxi Llght Swltches -
OFF.2. Navigation Light Switch
- OFF.
3. Strobe Light Switch -- OFF.4. Pltot Heat Switch
- OFF.
NOTE
Perform a sideslip to keep the flames away from the fueltank and
cabin. Land as soon as possible using flaps onlyas required for
final aproach and touchdown.
ICINGINADVERTENT ICING ENCOUNTER
1. Turn pitot heat switch ON.2. Turn back or change altitude to
obtain an outside air
temperature that is less conducive to icing.3. Pull cabn heat
control full out and open defroster ouilets
to obtain maximum windshield defroster airflow. Adjust cabinair
controlto get maximum defroster heat and airflow.
4. Watch for signs of engine-related icing conditions.
Anunexplained loss in engine speed could be caused by. iceblocking
the air intake filter, or, in extremely ,are instances,ice
completely blocking the fuel injection air reference tubes.Change
the throttle position to obtain maximum RPM. Thismay require either
advancng or retarding the throttle,dependent on where ice has
accumulated in the system.Adjust mixture, as required, for maximum
RPM.
5. Plan a landing at the nearest airport. With an extremely
rapidice build up, select a suitable "off airport" landing
site.
6. With an ice accumulation ol 114 inch or more on the wing.
leading edges, be prepared for significantly higher stall speedI
and a longer landing roll.7. Leave wing flaps retracted. With a
severe ice build up on the
horizontal tail, the change in wing wake airflow directioncaused
by wing flap extension could result in a loss ofelevator
effectiveness.
8. Open left window and, if practical, scrape ice from a portion
ofthe windshield for visibility in the landing approach.
9. Perform a landing approach using a forward slip, if
necessary,for improved visibility.
3-9Revision 4
-
SECTION 3EMERGENCY PROCEDURES
CESSNAMODEL 172S
10. Approach at 65 to 75 KIAS depending upon the amount of
theaccumulation.
11. Perform a landing in level attitude.
STATIC SOURCE BLOCKAGE(Erroneous lnstrument Reading
Suspected)
1. Static Pressure Alternate Source Valve -
PULL ON.2. Airspeed -- Consult appropriate calibration tables in
Section 5.
LANDING WITH A FLAT MAIN TIRE1. Approach -- NORMAL.2. Wing Flaps
-- 30'.3. Touchdown -- GOOD MAIN TIRE FIRST, hold airplane off
flat
tire as long as possible with aileron control.I q. DirectionaT
Control -- MAINTAIN using brake on good wheel asI required.LANDING
WITH A FLAT NOSE TIRE
1. Approach -- NORMAL.2. Flaps -- AS REQUIRED.3. Touchdown -- ON
MAINS, hold nose wheel off the ground as
long as possible.4. When nose wheel touches down, maintain full
up elevator as
airplane slows to stop.
3-10 May 30/00
-
CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY SYSTEMMALFUNCTIONSAMMETER SHOWS
EXCESSIVE RATE OF CHARGE(Full Scale Deflection)
1. Alternator -- OFF.
[ caunoruWITH THE ALTERNATOR SIDE OF THE MASTERSWTCH OFF,
COMPASS DEVIATIONS OF ASMUCH AS 25'MAY OCCUR.
2. Nonessential Electrical Equipment -- OFF.3. Flight --
TERMINATE as soon as practical.
LOW VOLTAGE ANNUNCTATOR (VOLTS) TLLUMTNATES DURtNcFLIGHT
(Ammeter lndicates Discharge)
NOTE
lllumination of "VOLTS" on the annunciator panel mayoccur during
low RPM conditions with an electrical load onthe system such as
during a low RPM taxi. Under theseconditions, the annunciator will
go out at higher RPM. The Imaster switch need not be recycled since
an overvoltagecondition has not occurred to deactivate the
alternatorsystem.
1. Avionics Master Switch -- OFF.2. Alternator Circuit Breaker
(ALT FLD) -- CHECK lN. I3. Master Switch -- OFF (both sides).4.
Master Switch -- ON.5. Low Voltage Annunciator (VOLTS) -- CHECK
OFF. I6. Avionics Master Switch -- ON.
lf low voltage annunciator (VOLTS) illuminates again: I7.
Alternator -- OFF.8. Nonessential Radio and Electrical Equipment --
OFF.9. Flight -- TERMINATE as soon as practical.
Revision 4 s-11 I
-
VACUUM SYSTEM FAILURElleft Vacuum (L VAC) Annunciator or Right
Vacuum (VAC R)lAnnunciator llluminates.
[, ceunoruIF VACUUM IS NOT WITHIN NORMALOPERATING LIMITS, A
FAILURE HASOCCURRED IN THE VACUUM SYSTEM ANDPARTIAL PANEL
PROCEDURES MAY BEREQUIRED FOR CONTINUED FLIGHT.
1. Vacuum Gage .- CHECK to ensure vacuum within normaloperating
limits.
SECTION 3EMERGENCY PROCEDURES
l.-, ,
CESSNAMODEL 172S
Revision 4
-
CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
AMPLIFIEDEMERGENCY PROCEDURES
The following Amplified Emergency Procedures elaborate
uponinformation contained in the Emergency Procedures
Checkiistsportion of this section. These procedures also include
informationnot readily adaptable to a checklist format, and
material to which apilot could not be expected to refer in
resolution of a specificemergency. This information should be
reviewed in detail prior toflying the airplane, as well as reviewed
on a regular basis to keeppilot's knowledge of procedures
fresh.
ENGINE FAILURElf an engine failure occurs during the takeoff
roll, the most
lportant thing to do is stop the airplane on the remaining
runway.Those extra items on the checklist will provide added safety
after afailure of this type.
Prompt lowering of the nose to maintain airspeed and establish
aglide attitude is the first response to an engine failure after
takeoff.ln most cases, the landing should be planned straight ahead
withonly small changes in direction to avoid obstructions. Altitude
andairspeed are seldom sufficient to execute a 180' gliding
turnnecessary to return to the runway. The checklist procedures
assumethat adequate time exists to secure the fuel and ignition
systemsprior to touchdown.
July 8/98 3-13
-
SECTION 3EMERGENCY PROCEDURES
CESSNAMODEL 172S
After an engine failure in flight, the most important course
oflaction is to continue flying the airplane. Best glide speed as
shownlin Figure 3-1 should be established as quickly as possible.
Whilegliding toward a suitable landing area, an effort should be
made toidentify the cause of the failure. lf time permits, an
engine restartshould be attempted as shown in the checklist. lf the
engine cannotbe restarted, a forced landing without power must be
completed.
12,000.t.r
'il l i i:t ii:i i:rit..:."1:i... t:.'. t .ri
..:..;.:..1..j::.:'
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1r
? fr'.
!.1 ; l.f1.l i.)iIii ii ,,j
l:i.!.:-. iii
-t'IvI
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ffi []i.l..iil-i. i.' il.::i;i.:lijr..i
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tffirftliJ
rJ:n:
.L-:.:.:fi!!t.i.JI ..j.i
irijTilt
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1.
t i.:lrli.
lj 1.tll.:j:iri'ii'iJ iii.%l] i:j:i:i.tl 1 9.i.! t.t.i.,
i.'+ rtffil:#
.li.';T. n.:,,t.1,t';'l'l :f;+
*r:lillri:ijl;iJfi
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..i.i .i
:l 'r'i-:j n l.;- |i t;'i r'i r r'i.r.. .il.;.1
.l.i.i
#'#,
* SPEED 68 KIAS* PROPELLER WINDMILLING* FLAPS UP * ZERO WIND
0 2 4 6 8101214 161820GROUND DISTANCE - NAUTICAL MILES
0585C1 01 1
T 1o,oooz Booo.trJl--
E 6000oc0
i 4ooogtJI
2000
0
3-14
Figure 3-1. Maximum Glide
Revision 4
-
FORCED LANDINGSlf all attempts to restart the engine fail and a
forced landing is
imminent, select a suitable field and prepare for the landing
asdiscussed under the Emergency Landing Without Engine
Powerchecklist. Transmit Mayday message on 121.5 MHz giving
locationand intentions and squawk 7700.
Before attempting an "off airport" landing with engine
poweravailable, one should fly over the landing area at a safe but
lowaltitude to inspect the terrain for obstructions and
surfaceconditions, proceeding as discussed under the
PrecautionaryLanding With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy
objectslocated in the baggage area and collect folded coats for
protectionof occupants' face at touchdown. Transmit Mayday message
on121.5 MHz giving location and intentions and squawk 7700. Avoida
landing flare because of difficulty in judging height over a
watersurface. The checklist assumes the availability of power to
make aprecautionary water landing. lf power is not available, use
of theairspeeds noted with minimum flap extension will provide a
morefavorable attitude for a power off ditching.
ln a forced landing situation, do not set the AVIONICS
MASTERIswitch or the airplane MASTER switch to the OFF position
until allanding is assured. When these switches are in the OFF
position,lthe airplane electrical systems are de-energized. I
Before performing a forced landing, especially in remote
andmountainous areas, activate the ELT transmitter by positioning
thecockpit-mounted switch to the ON position. For
completeinformation on ELT operation, refer to the Supplements,
Section 9.
LANDING WITHOUT ELEVATOR CONTROLTrim for horizontal flight (with
an airspeed of approximately 6b
KIAS and flaps set to 20") by using throttle and elevator
trimcontrols. Then do not change the elevator trim control
setting;lcontrol lhe glide angle by adjusting power
exclusively.
CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
Revision 4 3-15
-
SECTION 3EMERGENCY PROCEDURES
CESSNAMODEL 172S
At the landing flare (round-out), the nose down moment
resultingfrom power reduction is an adverse factor and the airplane
may landon the nose wheel. Consequently, al flare, the elevator
trim controlshould be adjusted toward the full nose up position and
the poweradjusted so that the airplane will rotate to the
horizontal attitude fortouchdown. Close the throttle at
touchdown.
FIRESAlthough engine fires are extremely rare in flight, the
steps of the
appropriate checklist should be followed if one is encountered.
Aftercompletion of this procedure, execute a forced landing. Do
notattempt to restart the engine.
The initial indication of an electrical fire is usually the odor
ofburning insulation. The checklist for this problem should result
inelimination of the fire.
EMERGENCY OPERATION IN CLOUDS(Total Vacuum System Failure)lf
both the vacuum pumps fail in flight, the directional indicator
and attitude indicator will be disabled, and the pilot will have
to relyon the turn coordinator if he inadvertently flies into
clouds. lf anautopilot is installed, it too may be affected. Refer
to Section 9,Supplements, for additional details concerning
autopilot operation.The following nstructions assume that only the
electrically poweredturn coordinator is operative, and that the
pilot is not completelyproficient in instrument flying.
EXECUTING A 180" TURN IN CLOUDS
Upon inadveently entering the clouds, an immediate plan shouldbe
made to turn back as follows:
1. Note the compass heading.2. Using the clock, initiate a
standard rate left turn, holding the
turn coordinator symbolic airplane wing opposite the lower
leftindex mark for 60 seconds. Then roll back to level flight
byleveling the miniature airplane.
3-16 Revision 4
-
3. Check accuracy of the turn by observing the compass
headingwhich should be the reciprocal of the original heading.
4. lf necessary, adjust heading primarily with skidding
motionsrather than rolling motions so that the compass will read
moreaccurately.
5. Maintain altitude and airspeed by cautious application
ofelevator control. Avoid over controlling by keeping the handsoff
the control wheel as much as possible and steering onlywith
rudder.
EMERGENCY DESCENT THROUGH CLOUDS
lf conditions prevent return to VFR flight by a 180. turn,
aldescent through a cloud deck to VFR conditions may beappropriate.
lf possible, obtain radio clearance for an emergencydescent through
clouds. To guard against a spiral dive, choose aneasterly or
westerly heading to minimize compass card swings dueto changing
bank angles. ln addition, keep hands off the controlwheel and steer
a straight course with rudder control by monitoringthe turn
coordinator. Occasionally check the compass heading andmake minor
corrections to hold an approximate course. Beforedescendng into the
clouds, set up a stabilized letdown condition asfollows:
1. Apply full rich mixture.2. Reduce power to set up a 500 to
800 fVmin rate of descent.3. Adjust the elevator trim for a
stabilized descent at 70-80 KIAS.4. Keep hands off the control
wheel.5. Monitor turn coordinator and make corrections by
rudder
alone.6. Check trend of compass card movement and make
cautious
corrections with rudder to stop the turn.7. Upon breaking out of
clouds, resume normal cruising flight.
CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
Revision 4 3-17
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SECTION 3EMERGENCY PROCEDURES
CESSNAMODEL 172S
RECOVERY FROM SPIRAL DIVE IN THE CLOUDS
lf a spiral is encountered in the clouds, proceed as
follows:
Retard throttle to idle position.Stop the turn by using
coordinated aileron and rudder controlto align the symbolic
airplane in the turn coordinator with thehorizon reference
line.Cautiously apply elevator back pressure to slowly reduce
theairspeed to 80 KIAS.Adjust the elevator trim control to maintain
an 80 KIAS glide.Keep hands off the control wheel, using rudder
control to holda straight heading.
6. Clear engine occasionally, but avoid using enough power
todisturb the trimmed glide.
7. Upon breaking out of clouds, resume normal cruising
flight.
INADVERTENT FLIGHT INTO ICING CONDITIONSI Flight into icing
conditions is prohibited and extremelydangerous. An inadvertent
encounter with these conditions can bestbe handled using the
checklist procedures. The best procedure, ofcourse, is to turn back
or change altitude to escape icing conditions.
During these encounters, an unexplained loss in engine
speedcould be caused by ice blocking the air intake filter, or, in
extremelyrare instances, ice completely blocking the fuel injection
airreference tubes. ln either case, the throttle should be
positioned toobtain maximum RPM (in some instances, the throttle
may need tobe retarded for maximum power). The mixture should then
beadjusted, as required, to obtain maximum RPM.STATIC SOURCE
BLOCKED
lf erroneous readings of the static source instruments
(airspeed,altimeter and vertical speed) are suspected, the static
pressure
lalternate source valve should be pulled ON, thereby supplying
slaticpressure to these instruments from the cabin.
1.2.
3.
4.5.
3-18 Revision 4
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CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
I When using the alternate static source, refer to the
AlternatelStatic Source Airspeed Calibration table in Section 5,
Performance,lfor additional information.
Maximum airspeed and altimeter variation from normal is 4
knotsand 30 feet over the normal operating range with the
window(s)closed. See Section 5, Performance, for additional
airspeedcalibration data.
SPINS
Should an inadvertent spin occur, the following
recoveryprocedure should be used:
1. RETARD THROTTLE TO IDLE POSITION.2. PLACE AILERONS IN NEUTRAL
POSITION.3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE
DIRECTION OF ROTATION.4. JUST AFTER THE RUDDER REACHES THE STOP,
MOVE
THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGHTO BREAK THE STALL.
Full down elevator may be requiredat aft center of gravity loadings
to assure optimum recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATIONSTOPS. Premature
relaxation of the control inputs may extendthe recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKEA SMOOTH
RECOVERY FROM THE RESULTING DIVE.
NOTE
lf 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
thediscussion under SPINS in Normal Procedures (Section 4).
Revision 4 3-1 I
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SECTION 3EMERGENCY PROCEDURES
CESSNAMODEL 172S
ROUGH ENGINE OPERATIONOR LOSS OF POWER
SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one ormore
spark plugs becoming fouled by carbon or lead deposits. Thismay be
verified by turning the ignition switch momentarily fromBOTH to
either L or R position. An obvious power loss in singleignition
operation is evidence of spark plug or magneto trouble.Assuming
that spark plugs are the more likely cause, lean themixture to the
recommended lean setting for cruising flight. lf theproblem does
not clear up in several minutes, determine if a richermixture
setting will produce smoother operation. lf not, proceed tothe
nearest airport for repairs using the BOTH position of theignition
switch unless extreme roughness dictates the use of asingle
ignition position.
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence
ofmagneto problems. Switching from BOTH to either L or R
ignitionswitch position will identify which magneto is
malfunctioning. Selectdifferent power settings and enrichen the
mixture to determine if
lcontinued'operation o gOfH magnetos is possible. lf not, switch
tothe good magneto and proceed to the nearest airport for
repairs.
ENGINE.DRIVEN FUEL PUMP FAILURE
Failure of the engine-driven fuel pump will result in an
immediateloss of engine power, similar to fuel exhaustion or
starvation, butwhile operating from a fuel tank containing adequate
fuel. A suddenreduction in indicated fuel flow will occur just
before loss of enginepower.
lf the engine-driven fuel pump fails, immediately set the
auxiliaryfuel pump switch (FUEL PUMP) to the ON position to restore
enginepower. The flight should be terminated as soon as practical
and theengine-driven fuel pump repaired.
3-20 Revision 4
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CESSNAMODEL 172S
SECTION 3EMERGENCY PROCEDURES
EXCESSIVE FUEL VAPOR INDICATIONS
Excessive fuel vapor is most likely to be generated during 1
operations when operating at higher altitudes, in
unusuallytemperatures or with more volatile fuel blends. Operation
at oridle RPM (low fuel flow) for extended periods will
increasechances of fuel vapor generation. (See "Leaning
ForOperations", Section 4.)
lndicated fuel flow that is not stable (sudden changes
greate!!an 1 gal/hr) is a sign that fuel vapor may be present in
the systemFuel flow indications that become less stable (increasing
changesmay lead to power surges and power loss if not
corrected.
lf in-flight vapor is suspected, smoother engine operation
rnaresult from making the following changes (singly or together):
s(the auxiliary fuel pump to the ON position, lean the
mixturesmooth engine operation and select another fuel tank.
lncreasithe airspeed to provide more air flow through the cowling
will aid icooling the engine and fuel system components.
LOW OIL PRESSURE
lf the low oil pressure annunciator (OlL PRESS) illuminates
andoil temperature remains normal, the oil pressure sending unit
olrelief valve may be malfunctioning. Land at the nearest airport
tolinspect the source of trouble. I
lf a total loss of oil pressure is accompaned by a rise in
oiltemperature, there is good reason to suspect an engine failure
isimminent. Reduce engine power immediately and select a
suitableforced landing field. Use only the minimum power required
to reachthe desired touchdown spot.
Revision 4 3-21 I
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SECTION 3EMERGENCY PROCEDURES
CESSNAMODEL 172S
ELECTRICAL POWER SUPPLYSYSTEM MALFUNCTIONS
Malfunctions in the electrical power supply system can
bedetected by periodic monitoring of the ammeter and low
voltage
lannunciator (VOLTS); however, the cause of these malfunctions
isusually difficult to determine. A broken alternator drive belt or
wiringis most likely the cause of alternator failures, although
other factorscould cause the problem. A defective alternator
control unit can alsocause malfunctions. Problems of this nature
constitute an electricalemergency and should be dealt with
immediately. Electrical powermalfunctions usually fall into two
categories: excessive rate ofcharge and insufficient rate of
charge. The following paragraphsdescribe the recommended remedy for
each situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low
enginespeeds (such as extended taxiing) the battery condition will
be lowenough to accept above normal charging during the initial
part of aflight. However, afier thirty minutes of cruising flight,
the ammetershould be indicating less than two needle widths of
chargingcurrent. lf the charging rate were to remain above this
value on along flight, the battery would overheat and evaporate the
electrolyteat an excessive rate.
Electronic components in the eleclrical system can be
adverselyaffected by higher than normal voltage. The alternator
control unitincludes an overvoltage sensor which normally will
automaticallyshut down the alternator if the charge voltage
reachesapproximately 31.5 volts. lf the overvoltage sensor
malfunctions, asevidenced by an excessive rate of charge shown on
the ammeter,the alternator should be turned off, nonessential
electricalequipment turned off and the flight terminated as soon as
practical.
lr-r, Revision 4
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CESSNAMODEL 172S
INSUFFICIENT RATE OF CHARGE
NOTE
SECTION 3EMERGENCY PROCEDURES
The low voltage annunciator (VOLTS) may come on and Iammeter
discharge indications may occur during low RPMconditions with an
electrical load on the system, such asduring a low RPM taxi. Under
these conditions, the Iannunciator will go out at higher RPM. I
lf the overvoltage sensor should shut down the alternator and
tripthe alternator circuit breaker (ALT FLD), or if the alternator
output isllow, a discharge rate will be shown on the ammeter
followed byillumination of the low voltage annunciator (VOLTS).
Since this maylbe a "nuisance" trip out, an attempt should be made
to reactivate-the alternator system. To reactivate, set the
avionics master switchlto the OFF position, check that the
alternator circuit breaker (ALFLD) is in, then set both sides of
the master switch to the OFposition and then to the ON position. lf
the problem no longer exists,normal alternator charging will resume
and the low voltagannunciator (VOLTS) will go off. The avionics
master switch mathen be returned to the ON position.
lf the annunciator illuminates again, a malfunction is
confirmed.lln this event, the flight should be terminated and/or
the current drainon the .battery minimized because the battery can
supply theelectrical system for only a limited period of time.
Battery powermust be conserved for later operation of the wing
flaps and, if theemergency occurs at night, for possible use of the
landing lightsduring landing.
OTHER EMERGENCIESWINDSHIELD DAMAGE
lf a bird strike or other incident should damage the windshield
inflight to the point of creating an opening, a significant loss
inperformance may be expected. This loss may be minimized in
somecases (depending on amount of damage, altitude, etc.) by
openingthe side windows while the airplane is maneuvered for a
landing atthe nearest airport. lf airplane performance or other
adverseconditions preclude landing at an airport, prepare for an
"off airport"landing in accordance with the Precautionary Landing
With EnginePower or Ditching checklists.
Revision 4 3-2sts-241
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SECTION 4NORMAL PROCEDURES
TABLE OF CONTENTS
CESSNAMODEL 172S
SECTION 4NORMAL PROCEDURES
lntroduction
Page
4-84-84-9
4-104-114-114-114-12
Airspeeds For Normal Operation
AIRSPEEDS
CHECKLIST PROCEDURES
4-5
Preflight lnspection 4-74-74-8
Cabin
Right Wing, Trailing EdgeEmpennage
Right Wing
Left WingLeft Wing, Leading EdgeLeft Wing, Trailing Edge
Before Starting EngineStarting Engine (With Battery)Starting
Engine (With External Power)Before TakeoffTakeoff
CruiseDescent
NormalTakeoff
4-134-14-14-14-14-14-14-14-1
Short Field TakeoffEnroute Climb
Before Landing
Revision 4 4-1
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SECTION 4NORMAL PROCEDURES
CESSNAMODEL 172S
TABLE OF CONTENTS (Continued)
LandingNormal LandingShofi Field LandingBalked Landing
After Landinging Airplane
AMPLIFIED PROCEDURES
Preflight lnspectionEngine
Recommended Starter Duty CycleFor Ground Operations
axilngTakeoff
Warm UpMagneto CheckAlternator CheckLanding Lights
akeoffPower CheckWing Flap SettingsCrosswind Takeoff
Climb
Leaning With an EGT lndicatorFuel Savings ProceduresFuel Vapor
Procedures
for Flight Training Operations
losed Throttle Engine Operating (ldling) During Flight
StallsSpins
Page
4-17, 4-17
4-174-174-174-17
4-184-194-204-214-214-234-234-234-234-244-244-244-254-254-254-264-274-284-294-304-304-32
Revision 44-2
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CESSNAMODEL 172S
TABLE OF CONTENTS (Continued)
Normal LandingShort Field LandingCrosswind LandingBalked
Landing
Cold Weather OperationWinterization Kit
Hot Weather OperationNoise Characteristics And Noise
Reduction
SECTION 4NORMAL PROCEDURES
Page
l*l
Revision 4 4-3/4-4
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CESSNAMODEL 172S
INTRODUCTION
SECTION 4NORMAL PROCEDURES
75-85 KtAS70-80 KtAS
74 KIAS72 KIAS
60-70 KIAS61 KIAS
Section 4 provides checklist and amplified procedures for
theconduct of normal operation. Normal procedures associated
with_optional systems can e found in the Su$plements, Section g.
IAIRSPEEDS
ARSPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on
amaximum weight of 2550 pounds and may be used for any
lesserweight.
Takeoff :Normal Climb Out 75-85 KIASShort Field Takeoff, Flaps
10", Speed at 50 Feet 56 KIAS
Enroute Climb,Normal, Sea
Flaps Up:Level
Normal, 10,000 FeetBest Rate-of-Climb, Sea LevelBest
Rate-of-Climb, 10,000 FeetBest Angle-of-Climb, Sea Level 62
KIASBest Angle-of-Climb, 10,000 Feet 67 KIAS
Landing Approach:NormalApproach, Flaps Up 65-75 KIASNormal
Approach, Flaps 30'Short Field Approach, Flaps 30'
Balked Landing:Maximum Power, Flaps 20" 60 KIAS
Maximum Recommended urbulent Air Penetration Speed:2550 Lbs2200
Lbs1900 Lbs
Maximum Demonstrated Crosswind Velocity:Takeoff or Landing
105 KIAS98 KIAS90 KIAS
15 KNOTS
May 30/00