Hawk XP - Williamson Flying Club

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PILOT'S· OPERATING HANOBOO · -"1~
.
-
·~
-
Hawk XP
CESSNA MODEL R172K
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NORTHEAST REG ION , CAP
-~-
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!
SPEED:
Maximum at Sea Level . . . . . . . . . . . . .
13 3 KNOTS
8ruise, 80% P owe r at 6000 Ft . . . . . . . . . .
130 KNOTS
CRUISE: Recomme nded Lean Mixtur e with fuel allowance for
engine start, taxi, takeoff, climb and 45 minutes
rese rve at 45% power .
480 NM
80% P ower at 6000 Ft . . . .
Range
3. 7 HRS
49 Gallons Usable Fuel
Time
575 NM
Maximum Range at 10, 000 Ft
Range
6.1 HRS ·
49 Gallons Usable Fuel
Time
RATE OF CLIMB AT SEA LEVEL
870 FPM .
SERVICE CEILING , . . . .
17, 000 FT
TAKEOFF PERFORMANCE:
Ground Roll . ·. . . . .
800 FT ·
1360 FT
Total Distance Over 50-Ft Obstacle
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . . . .
620 fi'T
Total Distance Over 50 - Ft Obstacle
12.'lO FT
ST ALL SPEED (CAS):
Flaps Up, Power Off . .
53 KNOTS .1
Flaps Down, Power Off .
46 KNOTS
MAXIMUM WEIGHT . . . .
2550 LBS
STANDARD EMPTY WEIGHT:
Hawk XP . . . . . .
1549 -LBS
Hawk XP II . . . . .
1573 LBS
MAXIMUM USEFUL LOAD:
1001 LBS
Hawk XP . . . . . .
Hawk XP ff'.. , .
977 LBS .
. - :o . ·.t ..
BAGGAGE ALLC',,~--;..Ntz ~·-. ::°J.: •
200 LBS
WING LOADING: ':Poun.d s/Sq Ft
14.7
13. 1
POWER LOA DING: P ounds / HP
52: GAL.
FUEL CAPACITY: T otal . . .
8 QTS
OIL CAPACITY . . . . . . .
I0-360 - K
ENGINE: T eledyne Continental, Fuel Injection
195 BHP at 2600 RPM
76 IN.
PROPELLER: Constant Sp e ed, Diameter . . .
....,, 08'1-13-RAND - 1200 - 2/77
CESSNA
MODEL R172K
SECTION 2
LIMIT A TIO NS
----
SECTION 2
LIMIT A TIO NS
CESSNA
MODEL R172K
~IRSPEED LIMITATIONS
AIRSPEED INDICATOR MARKINGS
Airspeed limitations and their operational significance are shown
in figure 2-1.
Airspeed indicator markings and their color code significance are
shown in figure 2-2.
SPEED
KCAS
KIAS
Never Exceed Speed
161
163
Do not exceed this speed in
any operation.
VNO
Maximum Structural
Cruising Speed
127
129
Do not exceed this speed
except in smooth air, and
then only with caution.
VFE
Maneuvering Speed:
2550 Pounds
2150 Pounds
1750 Pounds
103
94
85
105
96
87
Do not make full or abrupt
control movements above
this speed .
Maximum Fl ap Extended
Speed
84
85
Do not exceed th is speed
with flaps down.
Maximum Window Open
Speed
161
163
White Arc
46 - 85
Full Fl ap Operating Range. Lower
limit is maximum weight Vs in
landing configuration. Uppe? limit
is maximum speed permissible with
flaps extended.
Green Arc
54 - 129
Normal Operating Range. Lower limit
is maximum weight Vs at most forward
C.G. with flaps retracted. Upper limit
is maximum structural cruising speed.
Yellow Arc
Red Line
Do not exceed this speed with
windows open.
SIGNIFICANCE
129 - 163
Operations must be conducted with
caution and only in smooth air.
163
Maximum speed for all operations.
Figure 2-2. Airspeed Indicator Markings
Figure 2-1. Airspeed Limitations
POWER PLANT LIMITATIONS
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:-4
KIAS VALUE
OR RANGE
REMARKS
VNE
VA
MARKING
Engine Manufacturer: Teledyne Continental.
Engine Model Number: I0-360-K.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Power: 195 BHP.
Maxim um Engine Speed: 2600 RPM.
Maximum Cylinder Head Temperature: 238° C (460°F).
Maximum Oil Temperature: 116°C (240°F).
Oil Pressure , Minimum: 10 psi.
Maximum: 100 psi.
Fuel Pressure, Minimum: 3 psi.
Maximum: 17 psi (17 gal/hr).
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: 2A34C203/90DCA-14.
Propeller Diameter, Maximum: 76 inches.
Minimum: 74.5 inches.
Propeller Blade Angle at 30 Inch Station, Low: 12.0°.
High: 25.1°.
CESSNA
MODEL R172K
CESSNA
MODEL R172K
SECTION 2
LIMIT A TIO NS
SECTION 2
LIMIT A TIO NS
POWER PLANT INSTRUMENT MARKINGS
UTILITY CATEGORY
Power I?lar:t instrument markings and their color code significance
are shown in figure 2-3.
Maximum Takeoff Weight: 2200 lbs.
Maximum Landing Weight: 2200 lbs .
Maximum Weight in Baggage Compartment: In the utility category, the
baggage compartment and rear seat must not be occupied.
INSTRUMENT
RED LINE
GREEN ARC
RED LI NE
MINIMUM
LIMIT
NORMAL
OPERATING
MAXIMUM
LIMIT
2600 RPM
Tachometer
- - -
2200 2600 RPM
Manifold Pressure
- - -
15 - 25
in. Hg
Oil Temperature
-- -
100° - 240°F
Cylinder Head
Temperature
- - -
300° - 460°F
Fuel Flow (Pressure)
(3 psi)
Oil Pressure
10 psi
CENTER OF GRAVITY LIMITS
NORMAL CATEGORY
Center of Gravity Range:
Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight
line variation to 41.0 inches aft of d'atum at 2550 lbs.
Aft: 47.3 inches aft of datum at all weights.
Reference Datum: Lower portion of front face of firewall.
- - 11
240°F
460°F
I
4.5 - 11.5 gal/hr
UTILITY CATEGORY
Center of Gravity Range:
Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight
line variation to 37.5 inches aft of datum at 2200 lbs.
Aft: 40.5 inches aft of datum at all weights.
Reference Datum: Lower portion of front face of firewall.
17 gal/hr
(17 psi)
30 - 60 psi
100 psi
Figure 2-3. Power Plant Instrument Markings
MANEUVER LIMITS
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WEIGHT LIMITS
NORMAL CATEGORY
Maximum Takeoff Weight: 2550 lbs.
Maximum Landing Weight: 2550 lbs.
Maximum Weight in Baggage Compartment:
Baggage Area 1 (or passenger on child's seat)-Station 82 to
108: 200 lbs. See note below.
Baggage Area 2 - Station 108 to 142: 50 lbs. See note below.
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This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for non-aerobatic operations. These include any maneuvers incidental to normal
flying, stalls (except whip stalls), lazy eights, chandelles, and turns in
which the angle of bank is not more than 60°. Aerobatic maneuvers ,
including spins, are not approved.
UTILITY CATEGORY
This airplane is not designed for purely aerobatic flight. Howev er,
in the acquisition of various certificates such as commercial pilot, instrument pilot and flight instructor, certain maneuvers are required by
the FAA. All of these maneuvers are permitted in this airplane when
operated in the utility category.
NOTE
The maximum combined weight capacity for baggage
areas 1 and 2 is 200 lbs.
2-6
NORMAL CATEGORY
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2-7
SECTION 2
LIMITATIONS
CESSNA
:MODEL R172K
CESSNA
MODEL R172K
In the utility category the bag
drear seat
.
mus t no t b e occupied.
No' aerobatigage compartment anroved except
those listed below:
c maneuvers are app
MANEUVER
KINDS OF OPERATION LIMITS
The airplane is equipped for day VFR and may be ~quipped for
night VFR and/ or IFR operations. FAR Part 91 estabhshes the. mmimum required instrumentation and equipment for these. ope~at~ons.
The reference to types of flight operations on the operatmg ~1m1tat1ons
placard reflects equipment installed at the time of Airworthmess Certificate issuance.
RECOMMENDED ENTRY SPEED*
Chandelles .
Lazy Eights
Steep Turns
Spins
...
Stalls (Except Whip Stalls)
SECTION 2
LIMITATIONS
110 knots
110 knots
105 knots
: Sl~w· Deceleration
. Slow Deceleration
Flight into known icing conditions is prohibited.
*Abrupt use of the controls is prohibited above 105 knots.
FUEL LIMITATIONS
Aerobatics that may impose high loads should not be attempted.
T~e impo.rtant thi_ng to bear in mind in flight maneuvers is that the
airp~ane is clean m aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive
loads . In the execution of all maneuvers, avoid abrupt use of controls.
Intentional spins with flaps extended are prohibited.
2 Standard Tanks: 26 U.S. gallons each.
Total Fuel: 52 U. S . gallons.
Usable Fuel (all flight conditions): 49 U.S. gallons.
Unusable Fuel: 3.0 U.S. gallons.
NOTE
To ensure maximum fuel capacity when refueling, pl~ce
the fuel selector valve in either LEFT or RIGHT pos1t10n
to prevent cross-feeding.
NOTE
FLIGHT LOAD FACTOR LIMITS
Takeoff, climb and land with the fuel selector valve
handle in the BOTH position.
NORMAL CATEGORY
Flight Load Factors (Gross Weight - 2550 lbs.):
*Flaps Up
. . . . . +3.Sg, -1.52g
'<Flaps Down . . . . . . . . . . . · · · · · · . . . +3.0g
.:...
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green) .
'<The design load factors are 150% of the above, and in all
cases, the structure meets or exceeds design loads.
UTILITY CATEGORY
Flight Load Factors (Gross Weight - 2200 lbs.):
*Flaps Up . . . . . . . . . · · · ·
· · · · · +4.4g, -1.76g
*Flaps Down . . . . . . . . . · · · · · · · · · · · +3 .0g
*The design load factors are 150% of the above, and in an
cases, the structure meets or exceeds design loads.
2-8
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2-9
CESSNA
MODEL R172K
SECTION 2
LIMITATIONS
KINDS OF OPERATION LIMITS
In the utility category, the baggage compartment and rear seat
must n?t be occupied. No aerobatic maneuvers are approved except
those listed below:
MANEUVER
The airplane is equipped ~or day VFR and may be equipped fo~
night VFR and/ or IFR operations. FAR. Part 91 establishes the. mm.
· d ·nstrumentation and equipment for these operat10ns.
imum require i
.
·
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The reference to types of flight operat10ns on the op~ratmg . imi a 10ns
placard reflects equipment installed at the tune of Airworthmess Certificate issuance.
RECOMMENDED ENTRY SPEED*
Chandelles .
Lazy Eights
Steep Turns
Spins
Stalls (Except Whip Stalls)
SECTION 2
LIMITATIONS
CESSNA
MODEL R172K
110 knots
110 knots
105 knots
. Slow Deceleration
. Slow Deceleration
Flight into known icing conditions is prohibited.
FUEL LIMITATIONS
*Abrupt use of the controls is prohibited above 105 knots.
2 Standard Tanks: 26 U.S. gallons each.
Total Fuel: 52 U.S. gallons.
Usable Fuel (all flight conditions): 49 U.S. gallons.
Unusable Fuel: 3.0 U.S. gallons.
Aerobatics that may impose high loads should not be attempted.
The important thing to bear in mind in flight maneuvers is that the
airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive
loads. In the execution of all maneuvers, avoid abrupt use of controls.
Intentional spins with flaps extended are prohibited.
NOTE
To ensure maximum fuel capacity when refueling, P~8'.ce
the fuel selector valve in either LEFT or RIGHT posit10n
to prevent cross-feeding.
NOTE
Takeoff, climb and land with the fuel selector valve
handle in the BOTH position.
FLIGHT LOAD FACTOR LIMITS
NORMAL CATEGORY
Ei'light Load Factors (Gross Weight - 2550 lbs.):
*Flaps Up
. . . . . +3.Sg, -1.52g
*Flaps Down . . . . . . . . . . . . . . . . . . . . +3 .0g
:..
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green).
*The design load factors are 150% of the above, and in all
cases, the structure meets or exceeds design loads .
JTILITY CATEGORY
~light Load Factors (Gross Weight - 2200 lbs .):
· · · · · +4.4g, -1.76g
*Flaps Up
*Flaps Down . . . . . . . . . . . . · · · · · · · . +3.0g
*The design load factors are 150% of the above, and in all
cases, the structure meets or exceeds design loads.
-8
2-9
SECTION 2
LIMIT A TIO NS
CESSNA
MODEL R172K
CESSNA
MODEL R172K
SECTION 2
LIMITATIONS
PLACARDS
(2) Near flap indicator:
The following information is displa d . th f 0 rm of composite or
individual placards .
ye m
e
A VOID SLIPS WITH FLAPS EXTENDED
(1) In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry,
shown on the example below, will vary as the airplane is equipped.)
This a~rp~an~ must be operated in compliance with the operatmg lunitat10ns as stated in the form of placards, markings,
and manuals.
(3) On the fuel selector valve:
BOTH - 49 GAL.
LEFT - 24.5 GAL.
RIGHT - 24.5 GAL.
---------MAXIMUMS-------Normal Category
MANEUVERING SPEED (!AS) . 105 knots .
GROSS WEIGHT
. . . . .
2550 lbs. .
FLIGHT LOAD FACTOR
Flaps Up
+3.8, -1.52
Flaps Down
+3.0 . . .
Utility Category
105 knots
2200 lbs.
+4.4, -1.76
+3.0
(4) On the fuel selector valve:
Normal Category - No acrobatic maneuvers including spins
approved.
Utility Category - Baggage compartment and rear seat must
not be occupied.
WHEN SWITCHING FROM DRY TANK,
TURN PUMP ON HIGH MOMENTARILY.
- - - . NO ACROBATIC MANEUVERS APPROVED EXCEPT THOSE LISTED BELOW
Maneuver
Chandelles
Lazy Eights
Steep Turns
Reem. Entry Speed
. 110 knots
. . . . . 110 k,nots
. . . . . 105 knots
Maneuver
Reem. Entry Speed
Spins . . . Slow Deceleration
Stalls (except
whip stalls) Slow Deceleration
Altitude loss in stall recovery -- 160 feet.
Abrupt use of controls prohibited above 105 knots.
Spins Recovery: opposite rudder - forward elevator - neutralize controls. Intentional spins with flaps extended are
prohibited. Flight into known icing co~ditio.ns prohibited.
This a irplane is certified fo r the followii:i~ flight operations
as of date of original airworthiness certificate:
DA y _ NIGHT - VFR - IFR
(5) Near fuel tank filler cap:
r
FUEL
100/130 MIN. GRADE AVIATION GASOLINE
CAP. 26 U.S. GAL.
(6) On control lock:
CONTROL LOCK
REMOVE BEFORE STARTING ENGINE .
2-10
2-11
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
CESSNA
MODEL R172K
SECTION 2
LIMITATIONS
SECTION 3
EMERGENCY PROCEDURES
(7) In baggage compartment:
200 POUNDS MAXIMUM
BAGGAGE
OR 120 L BS AUX SEAT PASSENGER
FOR
WARD OF BAGGAGE DOOR LATCH
5 o POUNDS MAXIMUM
BAGGAGE AFT OF BAGGAGE DOOR LATCH
\'
MAXIMUM 200 POUNDS COMBINED
I
)
TABLE OF CONTENTS
FOR ADDITIONAL LOADING INSTRUCTIONS
SEE WEIGHT AND BALANCE DATA
Introduction . . . . . . . . . . . .
Airspeeds For Emergency Operation
Page
3-3
. 3-3
OPERATIONAL CHECKLISTS
(8) Near manifold pressure/fuel flow gage:
Engine Failures
. . . . . . . . . . . . .
Engine Failure During Takeoff Run . . .
Engine Failure Immediately After Takeoff
Engine Failure During Flight . . . . . .
Forced Landings . . . . . . . . . . . . . .
Emergency Landing Without Engine Power
Precautionary Landing With Engine Power
Ditching . . . . . . . .
Fires . . . . . . . . . . .
During Start On Ground
Engine Fire In Flight
Electrical Fire In Flight
Cabin Fire
Wing Fire . . . . . . .
Icing
.. . ... .
Inadvertent Icing Encounter
Static Source Blockage (Erroneous Instrument Reading
Suspected) . . . . . . . . . . . . . .
Landing With a Flat Main Tire . . . . . . .
Electrical Power Supply System Malfunctions
Over-Voltage Light Illuminates . . . . .
Ammeter Shows Discharge . . . . . . .
FUEL FLOW
AT FULL THROTTLE
2600 RPM
16 GPH
SL
14 GPH
4000 FT
12 GPH
8000 FT
10 GPH
12000 FT
3-3
3-3
3-4
3-4
3-4
3-4
3-4
3-5
3-5
3-5
3-6
3-6
3-6
3-7
3-7
3-7
3-8
3-8
3-8
3-8
3-8
AMPLIFIED PROCEDURES
Engine Failure
Forced Landings
2-12
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. 3-9
. 3-10
3-1
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
CESSNA
MODEL R172K
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
(1) Airspeed -- 70 KIAS (flaps UP)
65 KIAS (flaps DOWN
(2) Mixture -- IDLE CUT-OFF
).
(3) Fuel Shutoff Valve __ OFF.
(4) Ignition Switch __ OFF.
(pull out).
(5) Wing Flaps -- AS REQUIRED
d)
(full down recommende ·
(6) Master Switch __ OFF.
ENGINE FAILURE DURING FLIGHT
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Airspeed -- 75 KIAS.
Primer -- IN and LOCKED.
Fuel Shutoff Valve -- ON (push full · )
Fuel Selector Valve -- BOTH.
m ·
Mixture - - RICH.
Throttle -- 1/2 OPEN.
Auxi~iary Fuel Pump -- LOW for 3-5 seconds then OFF.
(8) Igmt10n Switch -- BOTH (or START if propeller is stopped).
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SECTION 3
EMERGENCY PROCEDURES
(6) Wing Flaps -- FULL DOWN (on final approach).
(7) Airspeed -- 65 KIAS .
(8) Master Switch -- OFF.
(9) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(10) Touchdown -- SLIGHTLY TAIL LOW.
(11) Ignition Switch -- OFF.
(12) Brakes -- APPLY HEAVILY .
DITCHING
(1) Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location
and intentions.
(2) Heavy Objects (in baggage area) -- SECURE or JETTISON.
(3) Seat Belts and Shoulder Harnesses -- SECURE.
(4) Wing Flaps -- 20° - 40°.
(5) Power -- ESTABLISH 300 FT/MIN DESCENT at 55 KIAS.
(6) Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
SWELLS
NOTE
FORCED LANDINGS
If no power is available, approach at 65 KIAS with flaps
up or at 60 KIAS with 10° flaps.
EMERGENCY LANDING WITHOUT ENGINE POWER
(1) Airspeed -- 70 KIAS (flaps UP).
65 KIAS (flaps DOWN).
(2) Seat Belts and Shoulder Harnesses -- SECURE.
(3) Mixture -- IDLE CUT-OFF.
(4') Fuel Shutoff Valve -- OFF.
(5) All Switches (except master switch) -- OFF.
(6) Wing Flaps -- AS REQUIRED (full down recommended).
(7) Master Switch -- OFF.
(8) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(9) Touchdown -- SLIGHTLY TAIL LOW.
(10) Brakes -- APPLY HEAVILY.
PRECAUTIONARY LANDING WITH ENGINE POWER
(1) Seat Belts and Shoulder Harnesses -- SECURE.
(2) Wing Flaps -- 20°.
(3) Airspeed -- 65 KIAS.
(4) Selected Field -- FLY OVER noting terrain and obstruct·
'
. d
.
ions
then retract flaps upon reaching a safe !J:ltitu e ~nd airspeed
'
(5) All Switches (except master and igmt10n switches) __ OF.F
3-4
(7) Cabin Doors -- UNLATCH.
(8) Face -- CUSHION at touchdown with folded coat.
(9) Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DES-
CENT.
(10) Airplane -- EVACUATE through cabin doors. If necessary,
open window to flood cabin to equalize pressure so doors can be
opened.
(11) Life Vests and Raft -- INFLATE.
FIRES
DURING START ON GROUND
(1)
(2)
(3)
(4)
not
(5)
(6)
Auxiliary Fuel Pump -- OFF.
Mixture -- IDLE CUT-OFF.
Parking Brake -- RELEASE.
Fire Extinguisher -- OBTAIN (have ground attendants obtain if
installed).
Airplane -- EVACUATE.
Fire -- EXTINGUISH.
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
NOTE
CESSNA
MODEL R172K
(2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).
(3) Fire Extinguisher -- ACTIVATE (if available).
If sufficient ground personnel are available (and fire is
on groun~ and not too dangerous) move airplane away
fhromh th.e fire by pushing rearward on the leading edge of
t e onzontal stabilizer.
(7) Fire Damage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight.
SECTION 3
EMERGENCY PROCEDURES
!WARNING'
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
( 4) Land the airplane as soon as possible to inspect for damage.
ENGINE FIRE IN FLIGHT
WING FIRE
(1) Throttle -- CLOSE.
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Shutoff Valve -- OFF.
(4) Master Switch -- OFF.
(5) C~bin Heat and Air -- OFF (except overhead vents).
(6) Airsp~ed -- 10? KIAS (If fire is not extinguished, increase glide
sp.eed to fmd an airspeed which will provide an incombustible
mixture).
(7) Fo.rced Land~ng -- EXECUTE (as described in Emergency Landmg Without Engme Power). Do not attempt to restart engine.
ELECTRICAL FIRE IN FLIGHT
(1)
(2)
(3)
(4)
Master Switch -- OFF.
All Other Switches (except ignition switch) -- OFF.
Vents/Cabin Air/Heat -- CLOSED.
Fire Extinguisher -- ACTIVATE (if available).
!WARNING'
After discharging an extinguisher within a closed cabin
ventilate the cabin.
'
If fire appears out and electrical power is necessary for continuance of flight:
(5) Master Switch -- ON.
(6) Circuit Breakers -- CHECK for faulty circuit, do not reset.
(7) Radi?/Electri~al ~witches -.- ON one at a time, with delay after
each until short circuit is localized.
(8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that f .
. comp 1e t e 1y extmgmshed.
.
.
ire
is
CABIN FIRE
(1) Master Switch -- OFF.
3-6
(1) Navigation Light Switch -- OFF.
(2) Strobe Light Switch (if installed) -- OFF.
(3) Pitot Heat Switch (if installed) -- OFF.
NOTE
Perform a sideslip to keep the flames away from the fuel
tank and cabin, and land as soon as possible using flaps
only as required for final approach and touchdown.
ICING
INADVERTENT ICING ENCOUNTER
(1) Turn pitot heat switch ON (if installed).
(2) Turn back or change altitude to obtain an outside air temperature that is less conducive to icing.
(3) Pull cabin heat control full out to obtain maximum windshield
defroster airflow.
(4) Increase engine speed to minimize ice build-up on propeller
blades.
(5) Watch for signs of induction air filter ice and regain manifold
pressure by increasing the throttle setting.
(6) Plan a landing at the nearest airport. With an extremely rapid
ice build-up, select a suitable "off airport" landing site.
(7) With an ice accumulation of 1/ 4 inch or more on the wing leading edges, be prepared for significantly higher stall speed.
(8) Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail, the change in wing wake airflow direction caused
by wing flap extension could result in a loss of elevator effectiveness.
(9) Open left window and, if practical, scrape ice from a portion of
the windshield for visibility in the landing approach .
3-7
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
CESSNA
MODEL R172K
(10) Perform a landing
· ·f
.
d . . . . approach using a forward sllp, i necessary ,
for improve
visibility.
(lal) Applrot~ch at 80 to 90 KIAS, depending upon the amount of the
ccumu a ion.
(12) Perform a landing in level att"t
d
i u e.
AMPLIFIED PROCEDURES
ENGINE FAILURE
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those
extra items on the checklist will provide added safety during a failure
of this type.
(1) A~ternate Static Source Valve -- PULL ON
~~~ ~irs~eed -- Consult appropriate calibratio~ table in Section 5 or
im ~n approac~ 3 knots faster than normal.
(3) Altitude -- Crmse and approach 25 feet higher than normal.
·'
LANDING WITH A FLAT MAIN TIRE
(1) Approach -- NORMAL.
(2) Wing Flaps -- FULL DOWN.
(3) Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as
long as possible with aileron control.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
._
Prompt lowering of the nose to maintain airspeed and establish a
glide attitude is the first response to an engine failure after takeoff. In
most cases, the landing should be planned straight ahead with only
small changes in direction to avoid obstructions. Altitude and airspeed
are seldom sufficient to execute a 180° gliding turn necessary to return
to the runway. The checklist procedures assume that adequate time
exists to secure the fuel and ignition systems prior to touchdown.
After an engine failure in flight, the best glide speed as shown in
figure 3-1 should be established as quickly as possible. While gliding
toward a suitable landing area, an effort should be made to identify the
cause of the failure . If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a
forced landing without power must be completed.
12,000 .----r-----.---r-----r---.-----....--..----r--.--,.,..,.,,..,..
}:.?'.-'.-}·:·::··
OVER-VOLTAGE LIGHT ILLUMINATES
(1) Master Switch -- OFF (both sides).
(2) Master Switch -- ON.
(3) Over-Voltage Light -- OFF.
If over-voltage light illuminates again:
(4) Flight -- TERMINATE as soon as possible.
AMMETER SHOWS DISCHARGE
SECTION 3
EMERGENCY PROCEDURES
c::
*PROPELLER WINDMILLING
10,000
z
<{
er:
er:
8000
LU
ILU
>
0
OJ
<{
I-
6000
4000
WEIGHT (LBS)
KIAS
I
(1) Alternator -- OFF.
(2) Nonessential Electrical Equipment -- OFF.
(3) Flight -- TERMINATE as soon as practical.
<2
LU
I
2550
2150
1750
2000
75
69
62
0
0
2
4
6
8
10
12
14
16
18
20
GROUND DISTANCE - NAUTICAL MILES
Figure 3-1. Maximum Glide
3-8
3-9
-
----------
.,...
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
I
FORCED LANDINGS
If all attempts to
t
imminent sel t
~es art .the engine fail and a forced landing is
1
cussed in 'the ~~e~k~~ ;~ble fiel.d and prepare for the landing as diss or engme-off emergency landings.
Before attempting a " ff .
,,
.
.
.
able, one should dra thn ° ~irport landmg with engme power availinspect the terrai f g
e landi?g area at a safe but low altitude to
as discussed und: t~ c:struct~ons and surface conditions. proceeding
checklist.
r
e recautwnary Landing With Engine Power
l
l
·1 .
~
Although engine fires are extremely rare in flight, the steps of the
a ppropriate checklist should be followed if one is encountered. After
completion of this procedure, execute a forced landing as soon as possible. Do not attempt to restart the engine.
The initial indication of an electrical fire is usually the odor of
burning insulation. The checklist for this problem should result in
elimination of the fire.
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight in marginal
weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn
and bank indicator if he inadvertently flies into clouds. The following
instructions assume that only the electrically-powered turn coordinator
or the turn and bank indicator is operative, and that the pilot is not
completely proficient in instrument flying.
LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight to
·
with flaps set to 200 by using th a~t:irsp eed of approximately 65 KIAS
do not change the elevator trim ~~nt e ~nd e~ev~tor trim control. Then
by adjusting power exclusively.
ro settmg, control the glide angle
FIRES
SECTION 3
EMERGENCY PROCEDURES
'1'
Prepare for ditching b
·
ed in the baggage a
~ sec~rmg or jettisoning heavy objects locatpants ' face at touchdrea an Tcollect folded coats for protection of occu. .
own.
ransmit M d
g1vmg location and intenti
. ay ay :1'11essage on 121.5 MHz
culty in judging height
ons. Avoid a lan dmg flare because of diffiover a water surface.
.
At flareout, the nose-down moment resultin fr
is an adverse factor and the airplane may hit o~ th~~ power reduction
sequently, at flareout, the elevator trim control shouldo~e w~eel. Conward th~ full nose-up position and the power adjusted soe ad3usted ~o­
plane will rotate to the horizontal attitude for t
hd
that the airthrottle at touchdown.
ouc own. Close the
CESSNA
MODEL R172K
EXECUTING A 180° TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan should
be made to turn back as follows:
f
.
Improper starting procedures involving the excessive us
.
iary f~el pump operation can cause engine flooding and subse of auxilpuddlmg of fuel on the parking ramp as the excess fuel d . equent
board ~rom the intake ports. This is sometimes experienc~~I~s 0 .ve.rstarts 111 cold weather where preheat service is not av -1 b n difficult
occurs, the airplane should be pushed away from the
le. If this
another engine start is attempted. Otherwise, there is~ ~~d?le .before
raw fuel accumulations in the exhaust system igniting d p . sibihty of
gme start, causing a long flame from the tailpipe and po ur.i::g 1:1-n enthe fuel puddle on the pavement. In the event th~t this ssi ly igniting
in accordance with the Fire During Start On Ground choccklu~s. proceed
ec ist.
tit
(1) Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airplane.
(3) Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading .
(4) If necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more
accurately.
(5) Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the
control wheel as much as possible and steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 180° turn,
3-10
l
3-11
SECTION 3
EMERGENCY PROCEDURES
a descent through a cloud d
CESSNA
MODEL R172K
l
CESSNA
MODEL R172K
r
best ice avoidance action to take; however, alternatives are descent to
warmer air or to reverse course.
l
.
If possible obtain radio cl eek to VFR conditions may be appropriate.
clouds. T~ guard against :a;a~ce f~r an emergency descent through
heading to minimize comp piral dive, choose an easterly or westerly
gles . In addition, keep ha ~s card swings due to changing bank ancourse with rudder controlnb s off tI:ie C~)Iltrol wheel and ~teer a straight
Occasionally check the co Y monito~mg the turn coordmator.
to hold an approximate compass headmg and make minor corrections
up a stabilized let-down cour;.et.. Before descending into the clouds, set
n l ion as follows :
STATIC SOURCE BLOCKED
If erroneous instrument readings are suspected due to water, ice, or
other foreign matter in the pressure lines going to the standard external static pressure sources, the alternate static source valve should be
pulled on.
(1) Reduce power to set u
(2) Adjust the mixture
P a 5oo to 800 ft./min. rate of descent.
(3) Adjust the elevator as ~equired f~r smooth engine operation.
75 KIAS.
an rudder trim for a stabilized descent at
A calibration table is provided in Section 5 to illustrate the effect of
the alternate static source on indicated airspeeds. With the windows
and vents closed the airspeed indicator may typically read as much as
4 knots slower and the altimeter 50 feet lower in cruise. With the vents
open and heater on, these variations increase to 7 knots slower and 50
feet lower respectively. If the alternate static source must be used for
landing, airspeed errors of up to 10 knots slower with vents open and 4
knots slower with vents closed can be expected. Altimeter errors remain 50 feet low.
( 4) Keep hands off control wheel.
(5) Momtor turn coordinat
d
(6) Adjust rudder trim to ;oI· an make corrections by rudder alone.
ent.
e ieve unb alanced rudder force, if pres(7) Check trend of compass card
.
·
rections with rudder to stop turn. movement and make cautious cor(8) Upon breaking out of 1 d
c ou s, resume nor mal cruising flight.
NOTE
RECOVERY FROM A SPIRAL DIVE
In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the
static pressure instruments by breaking the glass in the
face of the rate-of-climb indicator.
If a spiral is encountered, proceed as follows :
(1) Close the throttle.
(2~ Stop the turn by using coordinated aileron and rud
ahfgn the symbolic airplane in the turn coordinator wit~e~hcohntrol to
re erence line.
e orizon
(3) Cautiously apply elevator back pressure to slowly red
h
airspeed to 75 KIAS .
uce t e
(4) Adjust the elevator trim control to maintain a 75 KIAS
.
(5) ~eep han?s off the control wheel, using rudder control t glide.
straight headmg. Use rudder trim to relieve unbalan d 0 hold a
force , if present.
ce rudder
(~) Clear engine occasionally, but avoid using enough p
disturb the trimmed glide.
ower to
(7) Upon breaking out of clouds, resume normal cruising fl'
ight.
FLIGHT IN ICING CONDITIONS
. Intentional fli~ht into known icing conditions is prohibited .
.
airplane. Durmg mstrument flights, however, icing conditions in this
encountered inadve.rtently and therefor~ so~e corrective action m_ay be
required as shown m the checklists. Imtiat10n of a climb ·
win be
is usually the
SECTION 3
EMERGENCY PROCEDURES
SPINS
l
1
I
Should an inadvertent spin occur, the following recovery procedure
should be used:
(1) RETARD THROTTLE TO IDLE POSITION.
(2) PLACE AILERONS IN NEUTRAL POSITION.
(3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION.
(4) JUST AFTER THE RUDDER REACHES THE STOP , MOVE
THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO
BREAK THE ST ALL. Full down elevator may be required at aft
center of gravity loadings to assure optimum recoveries.
(5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs may extend the recovery.
(6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE
A SMOOTH RECOVERY FROM THE RESULTING DIVE .
3-12
3-13
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
CESSNA
MODEL R172K
SECTION 3
EMERGENCY PROCEDURES
NOTE
ENGINE-DRIVEN FUEL PUMP FAILURE
If disorientation precludes
.
.
.
direction of rotati
a visual determmat10n of the
coordinator or theon, the symbolic airplane in the turn
· d'icat or
may be referred to fneedle. of. th e t urn and bank in
or this mformation.
Failure of the engine-driven fuel pump will be evidenced by a sudden reduction in the fuel flow indication prior to a loss of power , while
operating with adequate fuel in either or both fuel tanks .
For additional information on
.
.
cussion under SPINS in No
spms and spm recovery, see the disrma1 Procedures (Section 4).
r
ROUGH ENGINE OPERATION OR LOSS OF
POWER
SPARK PLUG FOULING
A slight engine roughness in fli ht m
spark plugs becoming fouled by ca gb
ayl be caused by one or more
r hon or ead deposits
. may b e
ven'f'18 d by turning the ignition
·t
.
. Th is
either L or R position An obvi swi c mof1entanly from BOTH to
tion is evidence of sp~rk plug 0 ~~i;r:~~ t~~~~~~ingle ig~ition operaspark plugs are the more likely cause lean the mix~~:~mmg that
mended lean setting for cruising flight. If the roble
o the recom~p m several minutes, determine if a richer mi~ture :t~~~s n?~ clear
uce. smoo.ther operation. If not, proceed to the nearest air wi prorepairs usmg the BOTH position of the ignition switch unl~ort for
roughness dictates the use of a single ignition position.
ss extreme
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually eviden
f
ma.gneto pro.blems. Switching from BOTH to either L or R i c~ .°
switch posit10n will identify which magneto is malfunctioningmtion
different power settmgs and enrichen the mixture to deter · g .. Select
tinued operation on BOTH magnetos is practicable If n 0 tmm~ if conthe good magne t o and proceed to the nearest airport
· for repairs.
• switch to
If ignition system malfunctions occur at high altitude and h .
power, as evidenced by roughness and possible backfiring
igh
both
t
on one or
.
.magn.e os, t~e power should be reduced as required. This c
.
tio:q. is an ~ndicat10n of excessive spark plug gaps which, in turnondicauses arcing across the magneto points.
'
In the event of an engine-driven fuel pump failure during takeoff,
immediately hold the auxiliary fuel pump switch in the HIGH position
until the airplane is well clear of obstacles. Upon reaching a safe
altitude , and reducing power to cruise settings, placing the switch in
the LOW position will then provide sufficient fuel flow to maintain
engine operation while maneuvering for a landing.
If an engine-driven fuel pump failure occurs during cruising flight,
apply full rich mixture and hold the auxiliary fuel pump switch in the
HIGH position to re-establish fuel flow. Then the LOW position of the
fuel pump switch may be used to sustain level flight. If necessary,
additional fuel flow is obtainable by holding the pump switch in the
HIGH position. If either LOW or HIGH fuel pump switch positions
results in rough engine operation, lean the mixture as required for
smooth operation.
LOW OIL PRESSURE
If low oil pressure is accompanied by normal oil temperature, there
is a possibility the oil pressure gage or relief valve is malfunctioning.
A leak in the line to the gage is not necessarily cause for an immediate
precautionary landing because an orifice in this line will prevent a
sudden loss of oil from the engine sump. However, a landing at the
nearest airport would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent.
Reduce engine power immediately and select a suitable forced landing
field. Use only the minimum power required to reach the desired
touchdown spot.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
Malfunctions in the electrical power supply system can be detected
by periodic monitoring of the ammeter and over-voltage warning light;
however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause
of a lterna tor failures, although other factors could cause the problem.
3-14
3-15
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
A damaged or improperly adjusted voltage regulator can also cause
malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge
and insufficient rate of charge. The following paragraphs describe the
recommended remedy for each situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine
speeds (such as extended taxiing) the battery condition will be low
enough to accept above normal charging during the initial part of a
flight. However, after thirty minutes of cruising flight, the ammeter
should be indicating less than two needle widths of charging current.
If the charging rate were to remain above this value on a long flight,
the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging. To preclude these possibilities, an over-voltage sensor will automatically shut down the alternator
and the over-voltage warning light will illuminate if the charge voltage
reaches approximately 16 volts. Assuming that the malfunction was
only momentary, an attempt should be made to reactivate the alternator
system. To do this, turn both sides of the master switch off and then on
again. If the problem no longer exists, normal alternator charging will
resume and the warning light will go off. If the light comes on again, a
malfunction is confirmed. In this event, the flight should be terminated
and/ or the current drain on the battery minimized because the battery
can supply the electrical system for only a limited period of time. If
the emergency occurs at night, power must be conserved for later use
of landing lights and flaps during landing.
INSUFFICIENT RATE OF CHARGE
If the ammeter indicates a continuous discharge rate in flight, the
alternator is not supplying power to the system and should be shut
down since the alternator field circuit may be placing an unnecessary
load on the system. All nonessential equipment should be turned off
and the flight terminated as soon as practical.
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL R172K
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
. ... ....
Introduction · · · · · · '.
Speeds For Normal Operation
Page
4-3
4-3
CHECKLIST PROCEDURES
Preflight Inspection
Cabin
· · · ·
Empennage · : . · · · · ·
Right Wing, Tra1lmg Edge
Right Wing
.
Nose
Left Wing · · · · · · ·
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine
Before Takeoff . · · ·
Takeoff · · · · · · ·
Normal Takeoff
Short Field Takeoff
Enroute Climb · · · ·
Normal Climb · · · · · .' ·
Maximum Performance Climb
Cruise
Descent
Before Landing
Landing · · · · · ·
Normal Landing
Short Field Landing
Balked Landing
After Landing · ·
Securing Airplane
AMPLIFIED p~OCEDURES
4-5
4-5
4-5
4-5
4-5
4-5
4-6
4-6
4-6
4-6
4-7
4-7
4-8
. . 4-8
4-8
4-8
4-8
4-9
4-9
4-9
4-9
4-9
4-9
. 4-10
. 4-10
. 4-10
. 4-10
. . . 4-11
Starting Engine
4-1 .
3-16
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL R172K
TABLE OF CONTENTS (C
.
ontmued)
Taxiing . . . . .
Before Takeoff . .
Warm-Up
Magneto Check
Alternator Check
Takeoff . . . . . .
Power Check
Wing Flap Setti~g~
Crosswind Takeoff
Enroute Climb
Cruise
. . . : : : :
Leaning With A Ces~n~
Stalls . . . . . . . .
conomy Mixture Indicator (EGT)
Spins . . . . . . . . · · ·
Landing . . . . . . . :
Normal Landing . .
Short Field Landing
Crosswind Landing
Balked Landing
. .
Cold Weather Operation
Starting . . . . . .
Warm-Up
... .
In Flight
... .
Hot Weather Operation
Noi.~e Abatement
..
·'" c?·._ !
E · · · · ·. · · · · . . . . . . .
·-~if_,
..
CESSNA
MODEL R172K
INTRODUCTION
Page
. 4-13
. 4-13
. 4-13
. 4-13
. 4-14
. 4-14
. 4-14
. 4-14
. 4-15
. 4-15
. 4-16
. 4-17
. 4-18
. 4-18
. 4-20
. 4-20
. 4-20
. 4-20
. 4-21
. 4-21
. 4-21
. 4-22
. 4-22
. 4-22
. 4-22
,,
.
_)
·~
SECTION 4
NORMAL PROCEDURES
"' I
...
Section 4 provides checklist and amplified proce.dures for the ~on­
duct of normal operation. Normal procedures associated with Optional
Systems can be found in Section 9 .
SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum weight of 2550 pounds and may be used for any lesser weight .
However, to achieve the performance specified in Section 5 for takeoff
distance, the speed appropriate to the particular weight must be used .
Takeoff, Flaps Up:
Normal Climb Out . . . . . . . . . . . . . .
Short Field Takeoff, Flaps 10°, Speed at 50 Feet
Enroute Climb, Flaps Up:
Normal . . . . . . . . . . .
Best Rate of Climb, Sea Level
Best Rate of Climb, 10,000 Feet
Best Angle of Climb, Sea Level
Best Angle of Climb, 10,000 Feet
Landing Approach:
Normal Approach, Flaps Up
Normal Approach, Flaps Full Down
Short Field Approach, Flaps Full Down
Balked Landing:
Maximum Power, Flaps 20° . . . . . .
Maximum Recommended Turbulent Air Penetration Speed:
2550 Lbs
2150 Lbs . . . . . . . . . . . . . . . .
1750 Lbs . . . . . . . . . . . . . . . .
Maximum Demonstrated Crosswind Velocity:
Takeoff and Landing . . . . . . . . . .
75-85 KIAS
60 KIAS
85-95
81
76
59
65
KIAS
KIAS
KIAS
KIAS
KIAS
65-75 KIAS
60-70 KIAS
63 KIAS
55 KIAS
105 KIAS
96 KIAS
87 KIAS
20 KNOTS
4-2
4-3
__ d
S ECTION 5
PER FORMAN CE
CESSNA
MODEL R172K
CE S SNA
MOD EL R172K
S ECTION 5
PERFORMANCE
TEMPERATURE CONVERSION CHART
STALL SPEEDS
120
CON DIT IONS:
Power Off
NOTES :
100
1.
2.
Max imu m al tit ude loss during a stall recovery may be as much as 160 feet .
KI AS values are approximate.
80
MOST REARWARD CENTER OF GRAVITY
t:
w
:r:
z
w
er:
:r:
<(
LL
60
ANGLE OF BANK
WEIGHT
LBS
40
(/)
w
w
er:
('.)
w
Cl
2550
FLAP
DEFLECTION
30°
KIAS
KCAS
UP
49
53
53
10°
41
50
44
44
46
47
40°
20
oo
KIAS
45°
KCAS
60°
KIAS
KCAS
57
58
54
49
KIAS
KCAS
63
69
75
49
59
58
71
52
55
62
65
MOST FORWARD CENTER OF GRAVITY
ANGLE OF BA N K
WEIGHT
LBS
-20
4~4~o~~~~-~2~oit~~~oH3E§l£~2~offfEEili4~o~~if~60
DEGREES - CELS I US
2550
·r
>
FLAP
DEFLECT ION
oo
30°
45°
60°
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
KIAS
KCAS
UP
54
56
58
60
64
67
100
76
79
43
51
46
55
51
61
40°
61
72
46
48
49
52
55
57
65
68
)
F igure 5-2. Temperature Conversion Chart
F igure 5-3. S tall Sp eeds
'-10
5- 11
J
l
\
J
'1:1 (/)
TAKEOFF DISTANC E
tr! tr!
:;oo
"Ij >-:l
OH
:;oO
~z
MAXIMUM WEIGHT 2550 LBS
'
CONDITIONS:
Flaps 10°
2600 RPM and Full Throttl e Prior to Brake Rel ease
I
SHORT FIELD
I
Mi xture Set at Pl aca rd Fu el Flow
Cowl Fl ap Open
Paved Level, Dry Runway
Ze ro Wind
NOTES :
1.
2.
3.
Short f ield t echniqu e as specifi ed in Section 4.
Decrease distances 10% for each 9 knots headwind . For operation wi t h t ail w inds up to
10 knots, increase distances by 10% for each 2 knots.
For operati on on a dry, grass runway , increase distances by 15% of the "ground roll" figure.
TAKEOFF
10°c
o0 c
SPEED' PRESS
WEIGHT
KIAS
ALT
TOTAL
TOTAL
LBS
FT GRND TO CLEAR GRND TO CLEAR
LIFT AT
ROLL 50 FT OBS ROLL 50 FT OBS
OFF 50 FT
1315
770
715
1225
S.L.
60
2550
56
1435
840
1335
780
1000
1570
1460
920
855
2000
1725
1600
1010
935
3000
1900
1760
1110
4000 1025
2105
1945
1220
5000 1125
2340
1340
2155
6000 1240
2615
2405
1480
7000 1365
2945
2695
1635
8000 1510
MI XTURE SETTIN G
:> CJ1
PR ESS ALT
GPH
0
S.L.
2000
4000
6000
8000
16
15
14
13
12
3o0 c
20°c
z
tr!
40°c
TOTAL
TOTAL
TOTAL
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS
830
905
995
1090
1195
1315
1450
1600
1770
1410
1540
1690
1!360
2055
2280
2540
2850
3225
1510
1655
1820
2005
2220
2470
2765
3115
3545
895
.975
1070
1175
1290
1420
1565
1730
1915
960
1050
1150
1265
1390
1530
1690
1870
2075
1625
·1780
1960
2165
2405
2685
3015
3415
3920
~
0
tJ
tr! 0
t" tr!
:;o (/)
,.... (/)
~ z
: ;: :>
Fig ure 5-4. Takeoff Distance (Sheet 1 of 2)
..,
~o
TAKEOFF DISTANCE
0 tr!
tJ (/)
2400 LBS AND 2200 LBS
I SHORT
FIELD
t;tj (/)
t"
I
:;o
,....
z
:>
...;i
l.\?
::;::
REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES .
WEIGHT
LBS
"Ji
JI
'·
· ~
TAKEOFF
o0 c
10°c
20°c
3o0 c
4o0 c
SPEED
PRESS
KIAS
ALT
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
FT GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
LIFT AT
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS
OFF 50 FT
2400
54
58
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
620
680
740
810
890
975
1070
1180
1305
1070
1165
1270
1390
1520
1675
1850
2050
2280
670
730
800
875
960
1055
1160
1275
1410
1145
1250
1365
1495
1640
1805
2000
2220
2480
720
790
860
945
1035
1135
1250
1380
1525
1225
1340
1465
1605
1765
1950
2165
2410
2700
775
845
925
1015
1115
1225
1350
1490
1650
1315
1435
1575
1730
1905
2110
2345
2620
2950
835
910
995
1095
1200
1320
1455
1610
1780
1410
1540
1690
1860
2055
2280
2540
2850
3225
2200
52
56
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
510
555
605
660
725
795
870
955
1055
880
955
1040
1135
1240
1355
1490
1645
1815
550
600
655
715
780
855
940
1035
1140
940
1025
1115
1215
1330
1460
1605
1770
1965
590
645
705
770
840
925
1015
1115
1230
1005
1095
1195
1305
1430
1570
1730
1915
2125
635
690
755
825
905
995
1095
1205
1330
1075
1175
1280
1400
1535
1690
1865
2065
2300
680
740
810
890
975
1070
1175
1295
1430
11 50
1255
1370
1500
1650
1820
2010
2235
2495
.__
___
F ig u re 5-4. T a k eoff Distance (Sheet 2 of 2)
~
:;o
"Ij
0
:;o
(fJ
t;tj
~o
:>j
zO
oZ
t;tj CJ1
SECTION 5
PERFORMANCE
CESSNA
MODEL R172K
I
[MAXIMUM
MIXTURE SETTING
PRESS ALT
GPH
S.L.
4000
8000
12,000
16
14
12
10
-
WEIGHT
LBS
2550
PRESS
ALT
FT
S.L.
2000
4000
6000
8000
10,000
12,000
CLIMB
SPEED
KIAS
81
80
79
78
77
76
75
I
MAXIMUM RATE OF CLIMB
CONDITIONS :
flaps Up
2600 RPM
Full Throttle
Mixture Set at Placard Fuel Flow
Cowl Flap Open
Standard Temperature
I
MIXTURE SETTING
PRESS ALT
GPH
S.L.
4000
8000
12,000
16
14
12
10
NOTES :
1.
Add 1.4 gallons of fuel for engine st.art, taxi and takeoff allowance.
2. Increase time, fuel and distance by 10% for each 10°c above standard temperature.
3.
Distances shown are based on zero wind.
RATE OF CLIMB - FPM
-20°c
. 1040
925
810
695
585
480
370
o0 c
20°c
40°c
945
830
720
615
505
400
295
845
740
635
530
425
320
220
750
650
545
445
345
- - - - -
Figure 5-5. Rate of Climb
,,,
SECT ION 5
PERFORMANCE
TIME, FUEL, ~ND DISTANCE TO CLIMB
RA TE OF CLIMB
CONDITIONS :
Flaps Up
2600 RPM
Full Throttle
Mixture Set at Placard Fuel Flow
Cowl Flap Open
7
CESSNA
MODEL R172K
WEIGHT
LBS
2550
PRESSURE
ALTITUDE
FT
TEMP
oc
CLIMB
SPEED
KIAS
RATE OF
CLIMB
FPM
FROM SEA LEVEL
TIME
MIN
FUEL USED
GALLONS
DISTANCE
NM
S. L.
15
81
870
0
0
0
1000
13
80
825
1
0.3
2
2000
11
80
780
0.6
3
3000
9
79
735
2
4
1.0
5
4000
7
79
690
5
1.3
7
5000
5
79
645
7
1.6
9
6000
3
78
600
8
2.0
11
7000
1
78
555
10
2.4
14
8000
9000
-1
77
510
12
2.7
16
-3
77
465
14
3.2
19
10,000
-5
76
420
16
3.6
23
11,000
-7
76
375
19
4.0
26
12,000
-9
75
330
22
4.5
31
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 1 of 2)
5-15
- 14
r \
I
SECTION 5
PERFORMANCE
CE:SSNA
MODEL R172K
CESSNA
MODEL R172K
TIME, FUE,L, AND DISTANCE TO CLIMB
NORMAL CLIMB -
CRUISE PERFORMANCE:
PRESSURE ALTITUDE 2000 FEET
KIAS . ]
CONDITIONS :
Flaps Up
2600 RPM
Full Throttle
Mi xture Set at Placard Fuel Flow
Cowl Flap Open
Standard Temperature
MIXTUR E SETTING
PRESS ALT
CONDITIONS:
2550 Pounds
Recommended Lean Mixture
Cowl Flap Closed
GPH
S.L.
4000
8000
12,000
16
14
12
10
NOTES:
1.
Add 1.4 gallons of f uel for· en gine start, taxi ;iro j takeoff allowance.
2.
Increase time, fuel and distance by 10% for each 10°c above standard temperature.
3.
Distances shown are based on zero wind.
WEIGHT
LBS
2550
'
PRESSURE
ALTITUDE
FT
TEMP
oc
RATE OF
CLIMB
FPM
S. L.
15
860
RPM
MP
%
BHP
2600
24
23
22 .
21
- 78
73
68
2500
0
0
DISTANCE
NM
0;
I
1000
13
805
1
O}
2000
11
755
3
0.6
3000
9
700
4
1.0
6
4000
7
645
5
1.3
8
2
I
2400
.
4
5000
5
595
7
1.7
11
6000
3
540
9
2.1
14
7000
1
485
11
2.5
17
8000
-1
435
13
3.0
20
9000
-3
380
16
3.5
25
10,000
-5
325
18
4.0
30
11 ,000
-7
275
22
4.6
36
12,000
-9
220
26
5.3
(
2300
2200
I
-
STANDARD
TEMPERATURE
11°c
20°c ABOVE .
STANDARD TEMP
31°c
KTAS
GPH
%
BHP
KTAS
GPH
- - 122
118
114
- - 11.1
10.3
9.6
81
76
71
65
126
122
119
114
11.4
10.7
10.0
9.3
--
22
- - 122
J19
. 16
11 .2
10.6
9.9
25
24
23
22
79
74
70
65
122
.119
·i 16
1
11 .2
10.5
9.9
9.2
25
24
23 •
22
74
70
65
61
119
116
112"
108
10.5
72
9.9
67
9.2
63·
8.6- 10 9
25
24
22
2221
20
19
69
65
61
57
52
48
44
11 5
• 112
108
104
99
94
88
;;t
9.8
9.2
8.6
8.1
7..6
7.0
6.5
01
10
BHP
78
73
68
63
KTAS .
GPH
127
123
119
114 I
11.0
10.~
o.8
9,0
I
- - 80
75
70
25
24
·;r.j
FUEL USED
GALLONS
For best fuel economy at 70% power or less, operate at 1 GPH leaner than shown in this chart
or at peak EGT if an EGT indicator is installed.
20°c BELOW
STANDARD TEMP
_9oc
FROM SEA LEVEL
TIME
MIN
NOTE
81
77
72
67
126
123
120
l16
11.5
10.8
10.2
9.5
79
74
70
65
12?
12(4
120
116
11."I
10.5
9.9
9.2
76
123
120
116
112
10.8
10.2
9.5
8.9
74
69
65
61
123
120
116
112
10.4
9.8 .
9.2
8.6
119
116
11?
108
10.1
9 .5
8.9
8~
69
65
61
57
120
H6
· 112
1.07
9.8
9.2
8.7
8.1
9.4
8.9
64
61
57
53
49
45
41
115
9.1
8.6
8.1
7.6
7.1
6.6
"'.2
72 .
67
63 .
67
63
115
. 112.
·;1lJ1l
I~
--55 - 103
51
98
47
93
43
87
8.~ )
/ ,/j
7.3
6.8
6.3
I
~111
1)7
102
S7
91
86
~J ._ ~ I
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 2 of 2)
-5-16
F · g ure 5-7.
Cruise Perforrnanc,£, (Sheet) /
I
/
/
(
/
f~
I
)
SECTION 5
_..;E
PERFORMANr
CESSNA
MODEL R172K
'-.C:SSNA
MODEL R172K
CRUISE PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 4000 FEET
PRESSURE ALTITUDE 6000 FEET
CONDITIONS :
2550 Pounds
Recommended Lean Mixture
Cowl Flap Closed
NOTE
For best fuel economy at 70% power or less, operate at 1 GPH leaner than shown in this chart
or at peak EGT if an EGT indicator is installed.
20°c BELOW
STANDARD TEMP
-13°C
RPM
2600
J .
9,
2500
MP
%
BHP
KTAS
GPH
%
BHP
KTAS
126
122
119
114
11.5
10.8
10.0
9.3
79
73
68
63
127
123
119
114
11.1
1.0 .4
9.7
9.0
76
71
66
61
127
123
119
113
'24
82
77
73
68
126
123
120
116
11 .6
11 .0
10.3
9.6
79 ' •, 127
75
124
70
120
65
116
11 .2
10.6
77
72
9.9
68
128
124
77
123
120
116
112
10.9
10.2
9.6
8.9
74
70
65
l 61
124
120
116
111
10.5
9.P
9,2
68
63
59
120
116
112
108
10.2
9.6
9.0
8.4
70
65
{ 61
57
120
116
9.9
9.3
I IL ,
13~
107
tl.1
68
63
59
55
!il
46
116
112
108
103
98
92
116
112
107
102
97
91
9.2
tl.7./
24
23
22
72
68
63
24
23
72
~
21
2200
GPH
81
76
71
66
®
2300
KTAS
20°c ABOVE
STANDARD TEMP
27°c
23
22
21
\ 20
{3
22
21
2400
%
BHP
STANDARD
TEMPERATURE
7°c
24
~
21
-20
19
-·
9.6 { .
9.0 \ (
- B.'f' _
7.9
7.3
6.8
65
61
57_
53
49
45
9.31-
8.6 }
8.J.
7.6
7.1
6.6
CONDITIONS:
2550 Pounds
Recommended Lean Mixture
Cowl Flap Closed
For best fuel economy at 70% power or less, operate at 1 GPH leaner than shown in this chart
or at peak EGT if an EGT indicator is installed.
20°c BELOW
STANDARD TEMP
- 17°c
GPH
GPH
%
BHP
KTAS
GPH
---
---
79
74
69
126
123
119
- - 11.2
10.5
9.7
81
76
71
66
131
127
123
118
11.5
10.8
10.1
9.3
23
22
21
20
80
76
71
66
127
124
120
116
11.3
10.7
10.0
9.3
77
73
68
63
128
124
120
116
23
22
21
20
75
70
65
61
124
' 120
116
111
10.6
9.9
9.3
8.6
72
68
63
I~ 59
23
22
21
20
71
66
61
57
120
116
112
107
10.0
9.3
8.7
8.1
68
64
23
22
21
20
19
18
66
62
57
53
49
116
112
107
102
96
90
9.3
8.7
8.2
7.6
7.1
6.6
MP
10.7
10.0
9.3
8.7
2600
23
22
21
20
2500
. 63
116
72
68
63
59
124
120
116
110
10.2
9.5
9.0
8.4
2400
67
63
59
55
120
116
111
106
9.5
9.0
8.4
7.9
2300
63
59
55
51
47
43
115
111
106
101
95
89
8 .9
8.4
7.9
7.4
6.9
6.4
2200
'
%
BHP
STANDARD
TEMPERATURE
3°C
KTAS
RPM
10.8
10.2
. 9.6
9.0
120
NOTE
44
'b!:I
55
63
c 59
55
51
47
43
20°c ABOVE
STANDARD TEMP
23°C
%
BHP
KTAS
GPH
64
131
127
123
118
11.1
10.4
9.7
9.1
10.9
10.3
9.6
9.0
75
70
66
61
128
124
120
115
10.6
9.9
9.3
8.7
124
120
115
llU
10.2
9.6
9.0
8.4 )
70
65
61
57
124
120
114
109
9.9
9.3
8.7
8.1
120
116
111
105
9.6
9.0
8.4)
7.9
66
61
57
53
120
115
110
105
9.3
8.7
8.2
7.6
116
111
luo
101
95
89
9.0
61
57
53
49
45
41
115
110
105
99
93
87
8.7
8.2
7.7
7.2
6 .7
6.2
8 .~
t .9
7.4
6.8
6.4
79
74
69
!.::.
Fig,
5-16
-\
Figure 5-7.
C.rnise Performance (Sheet 2 of/ 6)
f
--
Figure 5-7. Cruise Performance (Sheet 3 of 6)
SECTION 5
PER.F9/iMANCE
CESSNA
MODEL R172K
CESSNA
MODEL R172K
PERFO,_,,
'"'v~.,,.
- 5
,,,......
CRUISE PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 8000 FEET
PRESSURE ALTITUDE 10,000 FEET
CONDITIONS :
2550 Pounds
Recommended Lean Mixture
Cowl Flap Closed
For best fuel economy at 70% power or less, operate at 1 GPH leaner than shown in this chart
or at peak EGT if an EGT indicator is installed.
20°c BELOW
STANDARD TEMP
-21°c
%
BHP
KTAS
GPH
10.9
10.1
9.4
8.6
74
69
64
59
128
123
118
111
10.5
9.8
9.0
8.3
72
66
61
127
123
118
113 .
74
69
64
59
125
120
116
110
10.4
9.7
9.0
8.4
71
66
61
56
125
120
115
109
10.0
9.4
8.7
8.1
2600
21
20
19
18
77
21
20
19
18
2400
2300
2200
72
KTAS
--
%
BHP
19
18
17
16
67
62
56
118
113
107
101
9.0
8.4
7.8
7.2
2400
114
109
103
96
8.5
7.9
7.4
6.8
2300
21
20
19
18
64
59
55
50
116
111
. 105
100
9.1
8.5
7.9
7.3
( 62
57
53
48
11 b
104
98
8.7)
8.2
7.6
7.0
59
55
51
47
21
20
19
18
60
55
51
47
111
106
100
94
8.5
(57
7.9
- 7.4
53
49
45
110
105
g9
93
8.2)
7.7
7.1
6.6
6.8
-
109
2200
55
51
47
43
109
103
97
91
7.9
7.4
6.9
6.4
9.4
8.7
8.0
7.3
64
59
54
49
119
113
107
99
9.1
8.4
7.8
7.1
62
57
52
47
118
112
105
97
8.8
8.2
7.5
6.8
114
108
102
95
8.6
8.0
7.4
6.8
c 59..
11?
107
100
94
8-.3)
7.8
7.2
6.6
56
52
48
43
111
105
99
91
8.1
7.5
7.0
6.4
'109
104
97
8.2
7.6
7.0
( 55
51
108
102
95
7.9)
7.3
6.8
53
49
45
107
100
94
7.7
7.1
6.6
103
97
90
7.4)
6.9
6.4
49
45
42
101
95
88
7.2
6.7
6.2
57
53
2500
7.5
- 9.1
8.4
7.8
7.1
19
18
17
9.7
9.1
8.4
7.8
63
59
54
50
121
115
108
100
61
56
51
47
124
119
113
108
9.3
8.6)
64
59
54
49
19
18
17
16
69
64
59
54
119
114
108
103
9.4
8.7
8.0
7.3
50
69
64
65
( 61
56
52
51
122
116
109
102
120
115
108
101
19
18
17
16
9.6
9.0
8.3
7.7
KTAS
67
61
10.1
9.4
8.8
8.1
120
115
110
104
%
BHP
9.8
9.0
8.3
7.6
127
122
116
110
2600
67
62
57
rl-
GPH
123
117
110
104
MP
I
KTAS
%
BHP
GPH
RPM
19
18
17
58
53
48
53
49
45
20°c ABOVE
STANDARD TEMP
15°c
STANDARD
TEMPERATURE
-5°c
KTAS
GPH
68
63
58
54
&o
%
BHP
KTAS
21
20
19
18
NOTE
For best fuel economy at 70% power or less, operate at 1 GPH leaner than shown in this chart
or at peak EGT if an EGT indicator is installed.
20°c BELOW
STANDARD TEMP
-25°c
20°c ABOVE
STANDARD TEMP
19°c
%
BHP
MP
2500
STANDARD
TEMPERATURE
-1oc
GPH
RPM
CONDITIONS :
2550 Pounds
Recommended Lean Mixture
Cowl Flap Closed
NOTE
104
98
92
7.7
7.1
6.6
56
54
49
45
46
{-i;1
47
43
GPH
I
Figure 5-7. Cruise Performance (Sheet 5 of 6)
Figure 5-7. Cruise Performance (Sheet 4 of 6)
-~
-\
l
(
r
i
I
,
SEy:c'{ON 5
J'BRFORMANCE
CESSNA
MODEL R172K
SECTiu.N 5
PERFORMANCE
CESSNA
MODEL R172K
CRUISE PERFORMANCE
RANGE PROFILE
45 MINUTES RESERVE
49 GALLONS USABLE FUEL
PRESSURE ALTITUDE 12,000 FEET
CONDITIONS:
2550 Pounds
Recommended Lean Mixture
Cowl Flap Closed
NOTE
For best fuel economy at 70% power or less, operate at 1 GPH leaner than shown in this chart
or at peak EGT if an EGT indicator is installed.
20°c BELOW
STANDARD TEMP
-29°C
STANDARD
TEMPERATURE
_9oc
CONDITIONS :
2550 Pounds
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
20°c ABOVE
STANDARD TEMP
11°c
NOTES:
· .
.
1.
This chart allows for the fuel used for en~ine. start, taxi, takeoff and climb, and the
distance during a normal climb as shown in figure 5-6:
2.
Reserve fuel is based on 45 minutes at 45% BHP and 1s 5.0 gallons.
RPM
MP
%
BHP
KTAS
GPH
%
BHP
KTAS
GPH
%
BHP.
KTAS
GPH
2600
18
17
16
15
67
61
55
50
122
115
108
100
9.4
8.7
7.9
7.2
64
59
53
48
121
114
107
99
9.1
8.4
7.7
7.0
62
57
51
46
120
113
105
97
8.8
8.1
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6.7
18
17
16
15
64
59
53
47
119
112
106
97
9.1
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8.5
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Figure 5-7. Cruise Performance (Sheet 6 of 6)
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Flaps 40°
Power Off
Maximum Braking
Paved, Level, Dry Runway
Zero Wind
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NOTES :
1. Short field technique as specified in Section 4.
2.
Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots,
increase distances by 10% for each 2 knots.
3.
For operation on a dry, grass runway, increase distances by 40% of the "ground roll" figure.
40°c
30°c
20°c
10°c
o0 c
SPEED
PRESS
AT
WEIGHT
ALT
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
50 FT
LBS
FT
GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR
KIAS
ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS ROLL 50 FT OBS
2550
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S.L.
1000
2000
3000
4000
5000
6000
7000
8000
590
610
630
655
680
705
735
760
790
1225
1255
12B5
1320
1360
1395
1440
1480
1520
610
630
655
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705
730
760
790
820
1255
12B5
1320
1360
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1435
1475
1520
1565
630
655
680
705
730
760
785
815
850
12B5
1320
1360
1395
1435
1475
1515
1560
1610
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Figure 5-10. Landing Distance
650
675
700
730
755
785
815
845
880
1315
1350
1390
1430
1470
1515
1560
1605
1655
675
700
725
750
780
810
840
875
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1350
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