Cessna 172S POH.pdf

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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

)

)

,)

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

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

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

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

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

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

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

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


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


(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


(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


wDATE OF APPFOVAL

-91:IL

xil Revision 5

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

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

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


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


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


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


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


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.


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


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


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)


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


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


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


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:


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


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


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


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


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


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.


lr-o

CESSNAMODEL 172S

Revision 4

CESSNAMODEL 172S


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


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


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


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


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


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.


l.-, ,

CESSNAMODEL 172S

Revision 4

CESSNAMODEL 172S


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


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

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* 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


Revision 4 3-15


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


Revision 4 3-17


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

CESSNAMODEL 172S


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


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

CESSNAMODEL 172S


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


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

CESSNAMODEL 172S

INSUFFICIENT RATE OF CHARGE

NOTE


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.

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SECTION 4NORMAL PROCEDURES

TABLE OF CONTENTS

CESSNAMODEL 172S


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


CESSNAMODEL 172S


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

CESSNAMODEL 172S


Normal LandingShort Field LandingCrosswind LandingBalked Landing

Cold Weather OperationWinterization Kit

Hot Weather OperationNoise Characteristics And Noise Reduction


Page

l*l

Revision 4 4-3/4-4

CESSNAMODEL 172S

INTRODUCTION


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

Cessna 172S POH.pdf

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