Pilot`s Operating Handbook .... At Option Manufacturer Ce.1

Transcript

( -. Cessna A Textron Company Pilot's Operating Handbook and FAA Approved Airplane Flight Manual THIS PUBLICATION MUST BE CARRIED IN THE AIRPLANE AT ALL TIMES. The Cessna Aircraft Company Model 172S Serial No. 1 72 S 927 1 Registration No. N5308A This publication includes the material required to be furnished to the pilot by FAR Part 23 and constitutes the FAA Approved Airplane Flight Manual. FAA APPROVAL PAA APPROveo UNDER FAR 21 SUBPART J The Aircraft Co CE.1 Cessna ....�at� Option Manufacturer 7�.#� Executivo Engineer Date: July 10, 1998 i} Member of GAMA COPYRIGHT© 1998 The Cessna Aircraft Company Wichita, Kansas USA Original Issue - 8 July 1998 THIS MANUAL WAS PROVIDED FOR THE AIRPLANE IDENTIFIED ON THE TITLE PAGE 12/12/02 ON SUBSEQUENT REVISIONS SUPPLIED BY THE CESSNA AIRCRAFT COMPANY MUST BE PROPERLY INSERTED. ��"G&L The Cessna Aircraft Company, Aircraft Division REVISION MODEL 1728 PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL REVISION 5 19 JULY 2004 172S H S 5 INSERT THE FOLLOWING PAGES INTO THE PILOT'S OPERATING HANDBOOK PUBLICATION PART NUMBER CESSNA MODEL 1 72S Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Serial Numbers 172S8001 and On Original Issue Revi s i o n 5 - 8 J ul y 1998 Revision 5 -19 July 2004 I PART NUMBER: 1 72SPHUS05 I i/ii CESSNA MODEL 1 72S LOG OF EFFECTIVE PAGES LOG OF EFFECTIVE PAGES The following Log of Effective Pages provides the date of issue for original and revi sed pages, as well as a listing of all pages in the POH. Pages whi c h are affected by the current revision will be preceeded by an asterisk with the revis ion level. Date of Issue Revision Level o (Original Issue) July 8,1 998 May 30,2000 Dec 30, 2000 1 2 . Title ........... A�signment Record 1/11 iii ....... ...... iv ........ .... v ..... ..... ... vi .... ......... vii ............ viii ............ ix ....... ...... x ........ ..... xi ............ xii .... .. ....... ........ . xiii/xiv 1-1 ........... 1-2 ........... 1-3 ........... . 1-4 ........... . 1-5 ........... 1 -6 ........... . 1-7 ........... . 1-8 ............ 1-9 ........... . 1 -10 .......... 1-11 ........... . 1-12 ........... . 1-13 .......... . 1-14 ........... 1 -15 .......... . 1-16 .......... 1-17 .......... 1-18 .......... . 1-19 .......... 1-20 .......... • • • • • . . . . . • . • . . . * * * * Date of Issue 3 4 5 Mar 2,2001 Aug 1 2,2003 July 19,2004 DATE PAGE PAGE * Revision Level . . . . . . . . . . Revi s i o n 5 July 8/98 July 8/98 Revision 5 May 30/00 Revision 4 Revision 4 May 30/00 May 30/00 July 8/98 Revision 5 Revision 5 Revision 5 Revision 5 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 July 8/98 July 8/98 May 30/00 July 8/98 Revision 4 May 30/00 Revision 4 May 30/00 Revision 4 Revision 4 DATE 1-21 ......... . 1 -22 ........... . 1 -23 ......... . 1-24 ........... . 1 -25 .......... 1-26 ......... 1-27/1 -28 ..... . 2-1 /2-2 ....... 2-3 ........... 2-4 ............ 2-5 .......... 2-6 .......... 2-7 ............ . 2-8 ............ 2-9 ............ . 2-1 0 .......... 2-1 1 ............ 2-12 .......... 2-13 ........... . 2-1 4 ......... 2-15/2-1 6 3-1 .......... 3-2 .......... . 3-3 .......... . 3-4 .......... 3-5 .......... . 3-6 .......... 3-7 ........... 3-8 .......... . 3-9 .......... . 3-1 0 .......... . . . . . . . . . . May 30/00 July 8/98 May 30/00 July 8/98 Revision 4 Revision 4 Revision 4 Revision 4 May 30/00 July 8/98 Revision 4 Revision 4 July 8/98 July 8/98 July 8/98 Revision 4 July 8/98 Revision 4 July 8/98 Revision 4 Revision 4 Revision 4 Revision 4 May 30/00 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 May 30/00 ix CESSNA MODEL 172S LOG OF EFFECTIVE PAGES LOG OF EFFECTIVE PAGES (Continued) PAGE 3-11 ........... 3-12 ........... 3-13 ............ 3-14 ........... 3-15 ........... 3-16 ........... 3-17 ........... 3-18 ........... 3-19 ........... 3-20 ........... 3-21 ........... 3-22 ........... 3-23/3-24 ....... 4 -1 ............ 4 -2 ............ 4 -3/4 -4 ......... 4 -5 ............ 4 -6 ............ 4 -7 ............ 4 -8 ............ 4 -9 ............ 4-10 ........... 4 -11 ........... 4 -12 ........... 4 -13 ........... 4 -14 ........... 4 -15 ........... 4 -16 ........... 4-17 ........... 4 -18 ........... 4 -19 ........... 4 -20 ........... 4 -21 ........... 4 -22 ........... 4-23 ........... 4-24 ........... 4 -25 ........... 4-26 ........... 4 -27 ........... 4 -28 ........... 4 -29 ........... 4-30 ........... 4 -31 ........... 4-32 ........... x DATE PAGE Revision 4 Revision 4 July 8/98 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 May 30/00 May 30/00 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 May 30/00 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 4-33 .......... 4-34 .......... 4-35 .......... 4 -36 .......... 5-1/5-2 ........ 5-3 ............ 5-4 ............. 5-5 ........... 5-6 ........... 5-7 ............. 5-8 ............. 5-9 ............. 5-10 ............ 5-11 ............ 5-12 ............ 5-13 .......... 5-14 ............ 5-15 ............ 5-16 ............ 5-17 ............ 5-18 ............ 5-19 ............ 5-20 ............ 5-21 ............ 5-22 ............ 5-23/5-24 6-1/6-2 ........ 6-3 ........... 6-4 ............. 6-5 ............. 6-6 ........... 6-7 ............ . 6-8 ............. 6-9 ............. 6-10 .......... 6-11 ............ 6-12 .......... 6-13 ............ 6-14 ............ 6-15 ............ Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 July 8/98 July 8/98 Revision 4 Revision 4 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 Revision 4 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 Revision 4 Revision 4 Revision 4 July 8/98 July 8/98 Revision 4 July 8/98 July 8/98 July 8/98 May 30/00 July 8/98 May 30/00 July 8/98 July 8/98 July 8/98 Revision 5 I I LOG OF EFFECTIVE PAGES CESSNA MODEL 172S LOG OF EFFECTIVE PAGES (Continued) . . . . . . . . . . . . . . . . . . . . . . 6-16 6-17 6-18 6-19 6-20 6-21 6-22 6-23 6-24 6-25/6-26 7-1 7-2 7-3/7-4 7-5 7-6 7-7 7-8 7-9 7-10 7-11 7-12 7-13 7-14 7-15 7-16 7-17 7-18 7-19 7-20 7-21 7-22 7-23 7-24 7-25 7-26 7-27/7-27A 7-278 7-28 7-29 7-30 7-30A * . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • I I I . " ' " I I . • I • • • • • • • , · . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I . . . . . . . . . . . . . . * DATE DATE PAGE PAGE . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revi s i o n 5 . , . May 30/00 July 8/98 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 Revision 4 May 30/00 May 30/00 Revision 4 May 30/00 July 8/98 July 8/98 July 8/98 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 Revision 4 Revision 4 Revision 4 May 30/00 Revision 4 Revision 5 Revision 4 July 8/98 Revision 4 Revision 5 July 8/98 May 30/00 Dec 30/00 Dec 30/00 7-308 7-31 7-32 7-33 7-34 7-35 7-36 7-37 7-38 7-39 7-40 7-41 7-42 7-43 7-44 7-45 7-46 7-47 7-48 7-49 7-50 8-1 8-2 8-3 8-4 8-5 8-6 8-7 8-8 8-9 8-10 8-11 8-12 8-13 8-14 8-15 8-16 8-17 8-18 8-19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • I • • • • . . . . . . • • • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • I I I . ' • • • • . . . . . . . . . . Dec 30/00 Dec 30/00 Revision 4 Revision 4 Revision 4 Revision 4 Revision 4 July 8/98 Revision 4 Revision 4 July 8/98 July 8/98 July 8/98 Revision 4 July 8/98 Revision 4 May 30/00 Revision 4 July 8/98 May 30/00 July 8/98 May 30/00 May 30/00 May 30/00 Revision 4 Revision 4 Revision 4 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 Revision 4 Revision 4 May 30/00 May 30/00 May 30/00 May 30/00 xi CESSNA MODEL 172S LOG OF EFFECTIVE PAGES LOG OF EFFECTIVE PAGES (Continued) DATE 8-20 ........ . . . 8-21 ........... 8-22 ........... 8-23 ......... . . 8-24 ........... 9-1 /9-2 ........ . Revision 4 May 30100 May 30100 Revision 4 Revision 4 May 30100 APPROVED BY fMAfflIOYm lJNO£R 14 CfR PART 21 SUIll\lJlT, CeooneAmitCo. .......,Ipm�oo.o,.� DATE OF APPROVAL xii Revision 5 I I MODEL 172S PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL REVISION 4 1 2 AUGUST 2003 INSERT THE FOLLOWING PAGES INTO THE PILOT'S OPERATING HANDBOOK LIST OF TEMPORARY REVISIONS for CESSNA MODEL 172R, 172R180, AND 172S PILOT1S OPERATING HANDBOOK and FAA APPROVED AIRPLANE FLIGHT MANUAL 16 February 2004 172PHTR Temporary Revis ions MODEL 172 Pil ot's Operati n g Handbook and FAA Approved Airplane Fli g ht Manual Cessna Model 172R, 172R180, and 172S The following li st of Temporary Revis ions must be incorporated into the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual until the removal i nstructi o ns have been complied wit h. Insert thi s page opposite the Log of Effective Pages i n the front of the Pil ot's Operating Handbook and FAA Approved Air plane Fl i ght Manual. TEMPORARY REVISION NUMBER 172PHTR01 PAGE NUMBER 4-12 ISSUE DATE 02/16/04 1 6 February 2004 172PHTR LIST OF TEMPORARY REVISIONS FOR CESSNA MODEL 172R, 172R180, AND 172S AIRPLANES NOT INCORPORATING THE NAV III AVIONICS OPTION (G1000) PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL 1 0 August 2005 172PHTR Temporary Revi s i o ns MODEL 172 Pi lot's Operating Handbook and FAA Approved Air pl a ne Flight Manual Cessna Model 172R, 172R1S0, and 172S Airplanes not incorporating the Nav III Avionics Option (G1 000). The followi n g list of Temporary Revisions must be incorporated into the Pilot's Operating Handbook and FAA Approved Air pl a ne Fl i ght Manual until the removal instructions have been complied wit h. Insert this page opposite the Log of Effective Pages in the front of the Pilot's Operating Handbook and FAA Approved Air plane Flight Manual . TEMPORARY REVISION NUMBER 172PHTR01 172PHTR02 PAGE NUMBER 4-12 3-20 ISSUE DATE 02/16/04 OS/1 0105 1 0 August 2005 PUBLICATION PART NUMBER CESSNA MODEL 1 72S Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Serial Numbers 172S8001 and On Original Issue... July 1998 Revision 4 12 August - 2003 PART NUMBER: 1 72SPHUS04 Revision 4 I I iJ ii I CONGRATULATIONS CESSNA MODEL 172S c N RATULATIONS. B B • Congratulations on your purchase and welcome to Cessna ownership! Your Cessna has been designed and constructed to give you the most in performance, value and comfort. This Pilot's Operating Handbook has been prepared as a guide to help you get the most utility from your airplane. It contains information about your airplane's equipment, operating procedures, performance and suggested service and care. Please study it carefully and use it as a reference. The worldwide Cessna Organization and Cessna Customer Service are prepared to serve you. The following services are offered by each Cessna Service Station: THE CESSNA AIRPLANE WARRANTIES, which provide coverage for parts and labor, are upheld through Cessna Service Stations worldwide. Warranty provisions and other important information are contained in the Customer Care Program Handbook supplied with your airplane. The Customer Care Card assigned to you at delivery will establish your eligibility under warranty and should be presented to your local Cessna Service Station at the time of warranty service. FACTORY service. TRAINED PERSONNEL to provide you with courteous, expert FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and accurate workmanship. A STOCK OF GENUINE CESSNA SERVICE PARTS are available when you need them. THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIRPLANES. Cessna Service Stations have all of the current Maintenance Manuals, Illustrated Parts Catalogs and various other support publications produced by Cessna Aircraft Company. A current Cessna Service Station Directory accompanies your new airPlane' The Directory is revised annually, and a current copy can be obtained from your nearest Cessna Service Station. l We urge all Cessna owners/operators to utilize the benefits available within the Cessna Organization. May 30/00 ii i PERFORMANCE­ SPECIFICATIONS CESSNA MODEL 172S I*SPEED: Maxi m um at Sea Level . . . . . . . . . .. .. . . . . 1 26 KNOTS Cruise, 75% Power at 8500 FT . . . . . . . . . . . . 1 24 KNOTS CRUISE: Recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve. 750/0 Power at 8500 FT . . . . . . . . . . . . Range 51 8 NM Time 4.26 HRS 53 Gallons Usabl e Fuel Range 638 NM Range at 1 0,000 FT, 45% power Time 6.72 HRS 53 Gallons Usabl e Fuel RATE OF CLIMB AT SEA LEVEL . . . . . . . . . . . . . . . . . 730 FPM SERVICE CEILING . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4,000 FT TAKEOFF PERFORMANCE: Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 960 FT Total Distance Over 50 FT Obstacle . . . . . . . . . . . . 1 630 FT LANDING PERFORMANCE: Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575 FT Total Distance Over 50 FT Obstacle . . . . . . . . . . . . 1335 FT STALL SPEED: Fl aps Up, Power Off . . . . . . . . . . . . . . . . . . . . . . . 53 KCAS Fl aps Down, Power Off . . . . . . . . . . . . . . . . . . . . . 48 KCAS MAXIMUM WEIGHT: Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2558 LBS Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2550 LBS Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2550 LBS STANDARD EMPTY WEIGHT . . . . . . . . . . . . . . . . . . . 1 663 LBS MAXIMUM USEFUL LOAD . . . . . . . . . . . . . . . . . . . . . . 895 LBS I BAGGAGE ALLOWANCE . . . . . . . . . . . . . . . . . . . . . . . 1 20 LBS . iv . Revis ion 4 CESSNA MODEL 1 72S PERFORMANCE­ SPECIFICATIONS R MANCE·SPECIFICATI NS (Continued) WING LOADING: Lbs/Sq Ft . . . . . . . . . . . . . . . . . . . . . . . . . 1 4.7 POWER LOADING Lbs/HP . . . . . . . . . . . . . . . . . . . . . . . . . 1 4.2 FUEL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 GAL OIL CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 QTS ENGINE: Textron Lycoming . . . . . . . . . . . . . . . . . . . . IO-360-L2A 1 80 BHP at 2700 RPM PROPELLER: Fixed Pitch, Dia meter 76 IN. * NOTE Speed performance is shown for an airplane equi pped wit h speed fair ings whi c h increase the speeds by approximately 2 knots. There is a corresponding difference in range, while all other performance figures are unchanged when speed fair ings are installed. The above performance figures are based on air plane weig hts at 2550 pounds, standard atmospheric condit ions, level, hard-surfaced dry runways and no wind. They are calculated values derived from flight tests conducted by The Cessna Aircraft Company under carefully documented condi t i o ns and will vary with individual air planes and numerous factors affecting flight performance. Revision 4 v COVERAGE/REVISIONS C CESSNA MODEL 172S VE RA The Pilot's Operating Handbook in the airplane at the time of delivery from The Cessna Aircraft Company contains information appli cable to the Model 172S airplane by serial number and regi stration number shown on the Title Page. This handbook is appli cable to airplane serial number 172S8001 and On. All information is based on data available at the time of publi cation. Thi s handbook consi sts of nine sections that cover all operational aspects of a standard-equi pped airplane. Following Section 8 are the Supplements, Section 9, which provide expanded operational procedures for the avi o ni cs equipment (both standard and optional), and provides information on special operations. I Supplements are individ ual documents, and may be issued or revised wit hout regard to revis i o n dates whi c h apply to the POH itself. These supplements contai n a Log of Effective Pages, which I should be used to determine the status of each supplement. O RIGI NAL ISSU E AN D R EVISIONS Thi s Pil ot's Operating Handbook and FAA Approved Air plane Flight Manual is compri sed of the original issue and any subsequent revisions. To ensure that information in thi s manual i s current, the revi s i o ns must be incorporated as they are i s sued. Thi s manual was originally issued on July 8, 1 998. As revi s i o ns are issued, they will be noted in the Log of Effective Pages table. The part number of this manual has also been designed to further aid the owner/operator in determining the revi s i o n level of any POH. Refer to the example below for a breakdown: 1 72S PHUS 00 U vi Revision Level (Revis ion 0, Original Issue) Manual (Pilot's Operating Handbook, U.S.) Airplane Model (172S) May 30/00 CESSNA MODEL 172S COVERAGE/REVIS IONS l l It is the responsibility of the owner to maintain this handbook i n a ,current status when it is being used for operational purposes. Owners should contact the i r local Cessna Service Station whenever the revision status of their handbook is in q uestion. Revisions are d i stributed to owners of U.S. Registered ai rcraft accordi ng to FAA records at the time of revision issuance, and to Internationally Registered aircraft according to Cessna Owner Advisory records at the time of issuance. Revisions should be read carefully u pon recei pt and i ncorporated i n this POH. , REVISION FILING INSTRUCTIONS REGULAR REVISIONS Pages to be removed or inserted i n the Pilots' Operating Handbook and FAA Approved Airplane Flight Manual are determined by the Log of Effective Pages located in this section. This log contains the page n umber and date of issue for each page withi n the POH. At original issue, all pages will contain the same date. As revisions to the POH occur, these dates will change on effected pages. When two pages d i splay the same page n umber, the page with the latest d ate shall be i nserted i nto the POH. The date on the Log Of Effective Pages shal l also agree with the latest date of the page in question. TEMPORARY REVISIONS Under l i mited circumstances, tem porary revIsIons to the POH may be issued . T hese tem porary revisions are to be filed i n the applicable section i n accordance with fil i n g instructions appearing on the first page of the tem porary revision. The recession of a tem porary revision is accompl ished by incorporation i nto the POH at revision time or by a supersedi ng tem porary revision . In order to accurately track the status of tem porary revisions as they pertain to a POH, a Temporary Revision List will be located previous to this section when req u ired . This list wil l indicate the date the temporary revision was i ncorporated i nto the POH , th us authorizing the recessi o n of the temporary revision . May 30/00 vii COVERAGE/REVISIONS CESSNA MODEL 172S IDENTIFYING REVISED MATERIAL Add itions or revisions to the text in an existing section will be identified by a vertical l ine (revision bar) adjacent to the applicable revised area on the outer margin of the page. When technical changes cause unchanged text to appear on a d ifferent page, a revision bar wi l l be placed in the o uter lower marg i n of the page, opposite the page number and d ate of the page, provid ing no other revision bar appears on the page. These pages will d isplay the current revision date as found in the Origi n al Issue and Revisions paragraph of this section . When extensive tech nical changes are made to text in an existing section that req u i res extensive revision, revision bars will appear the ful l length of text. New art added to an existing section wil l be identified by a sing le pointing hand i ndicator adjacent to the figu re title and fig u re number. Existing art which is revised will have a poi nting hand adjacent to the portion of the art which has changed. WARNINGS, CAUTIONS AND NOTES Through out the text, warnings, cautions and notes pertai ning to ai rplane hand l i ng and operations are uti l ized . These adjuncts to the text are used to hig h light or emphasize i mportant points. WARNING - Calls attention t o use o f methods, procedu res or l i m its which must be fol lowed precisely to avoi d injury or death to persons. CAUTION - Cal ls attention to methods, procedures or l i m its which m ust be followed to avoi d damage to equ ipment. NOTE - Cal ls attention to add itional procedures or i nformation pertaining to the text. vi i i July 8/98 I CONTENTS CESSNA MODEL 1 72S SECTION GENERAL . ........................... 1 LIMITATIONS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY PROCEDURES .............. 3 NORMAL PROCEDURES 4 PERFORMANCE . . . . . . ................. . . . . . . . . . . . . . . WEIGHT & BALANCE/EQUIPMENT LIST AIRPLANE & SYSTEMS DESCRIPTION . . . . 5 . . . . . . . 6 . . . . . . 7 HANDLING, SERVICE & MAINTENANCE ...... 8 SUPPLEMENTS 9 I Revis ion 4 ....................... . xiii/xiv CESSNA MODEL 1 72S SECTION 1 GENERAL 1 s Page 1 -2 Three View - Normal Ground Atti t ude Introducti o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -4 Descripti v e Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -4 1 -4 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -4 Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -4 Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -5 Maximum Certi ficated Wei g hts . . . . . . . . . . . . . . . . . . . . . 1 -6 Standard Ai r pl a ne Wei g hts . . . . . . . . . . . . . . . . . . . . . . . . 1 -7 Cabi n And Entry Dimensi o ns . . . . . . . . . . . . . . . . . . . . . . . 1 -7 Baggage Space And Entry Dimensi o ns . . . . . . . . . . . . . . . 1 -7 Specific Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -7 Symbol s , Abbrevi ati o ns and Terminol o gy . . . . . . . . . . . . . . . . 1 -8 General Ai rspeed Terminol o gy And Symbols . . . . . . . . . . . 1 -8 Meteorological Terminol o gy . . . . . . . . . . . . . . . . . . . . . . . . 1 -9 Engine Power Terminology . . . . . . . . . . . . . . . . . . . . . . . 1 -9 1 -1 0 Ai r pl a ne Performance And Flight Pl a nni n g Terminol o gy Weight And Bal ance Terminol o gy . . . . . . . . . . . . . . . . . . 1 -1 1 Metri c 1 Imperial 1 U.S. Conversion Charts . . . . . . . . . . . . . . 1 -13 Weight Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -14 Length Conversi o ns . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -1 6 Distance Conversi o ns . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -20 Volume Conversions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 -21 Temperature Conversi o ns . . . . . . . . . . . . . . . . . . . . . . . . 1 -24 Hectopascal s �o Inches Me.rcury . . . . . . . . . . . . . . . . . . . 1 -25 Volume to WeIght ConversIons . . . . . . . . . . . . . . . . . . . . 1 -26 Quick Conversi o ns . . . . . . . . . . . . . . . . . . . . . . . . . 1 -27/1 -28 CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Revi s i o n 4 _ 1 -1 SECTION 1 GENERAL CESSNA MODEL 1 72S 76" MAX Figure 1 -1 . Three Vi ew - Normal Ground Atti t ude (Sheet 1 of 2) 1 -2 0510T1005 051 OT1005 Revision 4 SECTION 1 GENERAL CESSNA MODEL 1 72S �'I( I --� NOTE 1: WING SPAN SHOWN WITH STROBE LIGHTS INSTALLED. NOTE 2: WHEEL BASE LENGTH IS 65". NOTE 3: PROPELLER GROUND CLEARANCE IS 1 1 1/4". NOTE 4: WING AREA IS 1 74 SQUARE FEET. NOTE 5: MINIMUM TURNING RADIUS (* PIVOT POINT TO OUTBOARD WING TIP) IS 27'-5 1/2". 6: NORMAL GROUND ATTITUDE IS SHOWN WITH NOSE STRUT SHOWING APPROXIMATELY 2" OF STRUT, AND WINGS LEVEL. Figure 1 -1 . Three View - Normal Ground Attit ude (Sheet 2) Revi s i o n 4 051OT1005 1 -3 SECTION 1 GENERAL CESSNA MODEL 1 72S I This handbook contai n s 9 secti o ns, and includes the material required to be furnished to the pil o t by FAR Part 23. It also contai n s Isupplemental data supplied by Cessna Aircraft Company. Section 1 provi d es basi c data and informati o n of general interest. It also contains definit i o ns or expl a nati o ns of symbols, abbrevi ati o ns, and terminology commonly used. D ESCRIPTIVE DATA E NGINE Number of Engines: 1 . Engine Manufacturer: Textron lycoming. Engine Model Number: IO-360-l2A. Engine Type: Normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, four cyli n der engi n e with 360 cu. i n . di s pl acement. Horsepower Rati n g and Engine Speed: 1 80 rated BHP at 2700 RPM. PROPELLER Propelle r Manufacturer: McCauley Propeller Systems. Propeller Model Number: 1 A 1 70E/JHA7660. Number of Blades: 2. Propeller Dia meter: 76 inches. Propeller Type: Fixed pi tch. FUEL WARNING USE OF UNAPPROVED FUELS MAY RESULT IN DAMAGE TO THE E NGINE AND FUEL SYSTEM COMPONENTS, RESULTING IN POSSIBLE E NGINE FAILURE. Approved Fuel Grades (and Colors): 1 00ll Grade Aviati o n Fuel (Blue). 1 00 Grade Avi ation Fuel-(Green). 1 -4 Revis ion 4 I SECTION 1 GENERAL CESSNA MODEL 1 72S NOTE Isopropyl al cohol or diethyl e ne glycol mono methyl ether (DiEGME) may be added to the fuel supply. Addit i ve concentrati o ns shall not exceed 1 % for i s opropyl alcohol or 0.1 0% to 0.1 5% for DiEGME. Refer to Section 8 for addi t i o nal information. Fuel Capacity: Total Capacity: 56.0 U.S. gall o ns. 53.0 U.S. gal l o ns. Total Usable: 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 minimiz e cross­ feeding when refueling, al ways park the airpl a ne in a wings­ level, normal ground attitude and place the fuel sel ector in the Left or Ri g ht posi t io n. Refer to Fi g ure 1 -1 for normal ground attitude dimensi o ns. OIL Oi I Specification: MIL-L-6082 or SAE J1 966 Aviati o n Grade Strai g ht Mineral Oil:1 Used when the ai rpl a ne was delivered from the factory and should be used to repl e ni s h the suppl y duri n g the first 25 hours. This oil should be drained and the filter changed after the first 25 hours of operati o n. Refill the engine with MIL-L-6082 or SAE J1 966 Aviati o n I Grade Strai g ht Mi n eral Oil and continue to use until a total of 50 hours has accumulated or oil consumpti o n has stabilized. MIL-L-22851 or SAE J1 899 Aviati o n Grade Ashless Dis persant Oil: Oil conforming to the latest revis i o n and/or supplements to Textron Lycoming Service Instructi o n No. 1 014, must be used after fi rst 50 hours or once oil consumption has stabili z ed. l Revis ion 4 1 -5 CESSNA MODEL 1 72S SECTION 1 GENERAL Recommended Viscosity for Temperature Range: I MIL-L-6082 or SAE J1 966 Strai g ht Mineral Oil SAE Grade MIL-L-22851 or SAE J1 899 Ashl ess Dispersant SAE Grade Above 2rC (80°F) 60 1 SW-SO, 20W-SO or 60 Above 1 6°C (60°F) SO 40 or SO -1 °C (30°F) to 32°C (gO°F) 40 40 -1 8°C (O°F) to 21 °C (70°F) 30 30, 40 or 20W-40 Below -1 2°C (1 0°F) 20 30 or 20W-30 20W-SO 20W-SO or 1 SW-SO Temperature -1 8°C (O°F) to 32°C (gO°F) All Temperatures - - - 1 SW-SO or 20W-SO NOTE When operating temperatures overlap, use the lighter grade of oil. Oil Capacity: Sump: 8 U.S. Quarts Total: 9 U.S. Quarts I MAXIMUM CERTIFICATED WEIGHTS Ramp Wei g ht Takeoff Wei g ht Landing Weight 1 -6 Normal Category: Utility Category: Normal Category: Utility Category: Normal Category: Utili ty Category: 2558 Ibs. 2208 Ibs. 2550 Ibs. 2200 Ibs. 2550 Ibs. 2200 Ibs. Revis ion 4 SECTION 1 GENERAL CESSNA MODEL 1 72S Weight in Baggage Compartment, Normal Category: Baggage Area 1 (Station 82 to 1 08): 1 20 Ibs. See note bel o w. Baggage Area 2 (Stati o n 1 08 to 1 42): 50 Ibs. See note bel o w. NOTE The maximum combined wei g ht capacity for Baggage Area 1 and Baggage Area 2 i s 1 20 Ibs. Weight in Baggage Compartment, Utility Category: In this category, the rear seat must not be occupi ed and the baggage compartment must be empty. STANDARD AIRPLANE WEIGHTS Standard Empty Weight: Maximum Useful Load, Normal Category Maximum Useful Load, Utility Category: 1 663 1bs. 895 1bs. 545 1bs. CABIN AND E NTRY DIMENSIONS Detailed dimensi o ns of the cabin interior and entry door openings are illustrated in Section 6. I BAGGAGE SPACE AND E NTRY DIMENSIONS Dimensi o ns of the baggage area and baggage door opening are illustrated in detail in Secti o n 6. SPECIFIC LOADINGS Wi n g Loading: Power Loading: Revis ion 4 1 4.7 Ibs.!sq. ft. 1 4.2 Ibs.!hp. 1 -7 SECTION 1 GENERAL CESSNA MODEL 1 72S SYMBOLS, AB B REVIATIONS A N D TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS is indicated airspeed corrected for posi t i o n and instrument error and expressed in knots. Knots calibrated airspeed i s equal to KTAS in standard atmosphere at sea level. is the speed shown on the airspeed indicator and expressed in knots. is the airspeed expressed in knots relativ e to undisturbed air which i s KCAS corrected for altitude and temperature. i s the maximum speed at whi c h full or abrupt control movements may be used wi t hout overstressing the ai rframe. i s the hi g hest speed permissi b l e with wing flaps in a prescribed extended positio n. is the speed that should not be exceeded except in smooth ai r , then only wi t h caution. i s the speed limi t that may not be exceeded at any time. is the minimum speed at which the airpl a ne i s controllable. is the minimum speed at whi c h the airpl a ne i s controllabl e in the landing configuration at the most forward center of gravi ty. i salthe speed which resul t s in the greatest gai n of t i t ude in a giv en horizontal di stance. is the speed which results in the greatest gai n in altitude in a giv en time. Knots Calibrated Airspeed Knots Indicated Airspeed Knots True Airspeed Maneuvering Speed Maximum Flap Extended Speed Maximum Structural Cruising Speed Never Exceed Speed Vs Vso Vx Vy Stalling speed Speed o r the minimum steady flight Stalling speed Speed o r the minimum steady flight Best Angle-of-Climb Speed Best Rate-of-Climb Speed Revision 4 SECTION 1 GENERAL CESSNA MODEL 1 72S METEOROLOGICAL TERMINOLOGY is the free ai r static temperature. It may be expressed in ei t her degrees Celsius or degrees Fahrenhei t . is 1 5°C at sea level Standard Temperature pressure al t i t ude and decreases by 2°C for each 1 000 feet of altitude. is the altitude read from an Pressure altimeter when the al t imeter's barometric scal e has Altitude been set to 29.92 inches of mercury (1 01 3 mb). OAT Outside Air Temperature Standard Temperature Pressure Altitude E NGINE POWER TERMINOLOGY BHP RPM Static RPM MAP Lean Mixture Rich Mixture Full Ri c h Idle Cutoff Revi s ion 4 is the power developed by the i s engine speed. is engine speed attained during a full throttle engine runup when the ai r pl a ne is on the ground and stationary. i s the absolute pressure measured in the engine inducti o n system. MAP is measured in uni ts of inches of mercury (inHG). Decreased proporti o n of fuel in the fuel - ai r mixture supplied to the engine. As air density decreases, the amount of fuel required by the engi n e decreases for a given throttle setti n g. Adjusting the fuel-ai r mixture to provi d e a smal l e r porti o n of fuel is known as "l e aning" the mixture. Increased proportion of fuel in the fuel - ai r mixture supplied to the engine. As air density increases, the amount of fuel required by the engine increases for a given throttle setting. Adjusting the fuel - ai r mixture to provi d e a greater porti o n of fuel is known as "richening" the mixture. Mixture control full forward (pushed i n , full control travel, toward the panel). Mixture control full aft (pulled out, full control travel, away from the panel). Brake Horsepower engine. Revolutions Per Minute Static RPM Manifold Absolute Pressure SECTION 1 GENERAL CESSNA MODEL 1 72S (Contin ued) Throttle full forward (pushed in, full control travel, toward the panel) Also known as "full open" throttle. Throttle full aft (pulled out, full control travel, away from the panel). Also known as the throttle "i d l e " position. E NGINE POWER TERMINOLOGY Full Throttle Closed Throttle AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY is the vel o city of the crosswi n d component for whi c h adequate control of the airpl a ne during takeoff and landing was actually demonstrated during certi f i cation tests. The value shown is not consi d ered to be limit ing. i s the fuel availabl e for fl i g ht pl anning. Usabl e Fuel i s the quantity of fuel that can not be Unusabl e safel y used in fli g ht. Fuel i s the amount of fuel consumed GPH per hour. NMPG i s the distance which can be expected per gal l o n of fuel consumed at a specific engine power setti n g and/or flight confi g urati o n. 9 i s accelerati o n due to gravi t y. g is the compass reference used by Course the autopilot, al o ng wi t h course deviati o n, to provide Datum lateral control when tracking a navigati o n si g nal. Demon­ strated Crosswind Vel o city Demonstrated Crosswind Velocity Usable Fuel Unusable Fuel Gallons Per Hour Nautical Miles Per Gallon Course Datum 1 -1 0 Revis ion 4 CESSNA MODEL 1 72S SECTION 1 GENERAL WEIGHT ANP BALANCE TERMINOLOGY Reference Datum Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes. Station Station is a location along the airplane fuselage given in terms of the distance from the reference datum . Arm Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item. Moment Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1 000 is used in this handbook to simplify balance calculations by reducing the number of digits.) Center of Gravity (C.G.) Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its distance from the reference datum is found by dividing the total moment by the total weight of the airplane. C.G. Arm Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. C.G. Limits Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight. Standard Empty Weight Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil. Basic Empty Basic Empty Weight is the standard empty weight Weight 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 an imaginary rectangular airfoil having the same pitching moments throughout the flight range as that of the actual wing. July 8/98 1-11 SECTION 1 GENERAL CESSNA MODEL 172S Maximum Ramp Weight Maximum Ramp Weight is the maximum weight approved for ground maneuver, and includes the weight of fuel used for start, taxi and runup. Maximum Takeoff Weight Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff roll. Maximum Landing Weight Maximum Landing Weight is the maximum weight approved for the landing touchdown. Tare Tare 1-12 is the weight of chocks, blocks, stands, etc. I used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight. July 8/98 CES S NA M O D E L 1 72S S ECTIO N 1 G E N E RAL METRIC / IMPERIAL / U.S. CONVERSION CHARTS The fol lowing charts have been provided to help i nternational operators convert U.S. measurement supplied with the Pilot's Operating Handbook i nto metric and imperial measurements. The standard followed for measurement u nits shown, is the National I nstitute of Standards Technology (NIST), Publication 811, "Guide for the Use of the I nternational System of Units (SI) . " Please refer t o the following pages for these charts. May 30/00 1-13 SECTION 1 GENE RAL CESSNA MODEL 1 72S (Kilograms x 2.205 :: (Pounds x .454 Pounds) :: Kilograms) KILOGRAMS INTO POUNDS KILOGRAMMES EN LIVRES kg 0 1 lb. 0 4 3 2 5 7 6 8 9 lb. lb. lb. lb. lb. lb. lb. lb. lb. 2.205 4.409 6.614 8.81 9 1'.023 13.228 1 5.432 17.637 19.842 10 22.046 24.251 26.456 28.660 30.865 33.069 35.274 37.479 39.683 41.888 20 44.093 46.297 48.502 50.706 52.91 1 55.116 57.320 59.525 61.729 63.934 30 66.139 68.343 70.548 72.753 74.957 77.162 79.366 81.571 83.776 85.980 40 88.185 90.390 92.594 94.799 97.003 99.208 101.41 1 03.62 105.82 108.03 50 110.23 112.44 114.64 1 16.85 11 9.05 121.25 123.46 125.66 127.87 130.07 60 132.28 134.48 136.69 1 38.89 141.1 0 143.30 145.51 147.71 149.91 152.12 70 154.32 156.53 158.73 1 60.94 163.14 1 65.35 167.55 169.76 171.96 1 74.17 80 176.37 178.57 1 80.78 1 82.98 185.19 187.39 189.60 1 91.80 194.01 196.21 90 198.42 200.62 202.83 205.03 207.24 209.44 211.64 213.85 216.05 2 1 8.26 100 220.46 222.67 224.87 227.08 229.28 231.49 233.69 235.90 238.10 240.30 POUNDS INTO KILOGRAMS LIVRES EN KILOGRAMMES 2 lb. 0 4 3 5 6 7 9 kg kg kg kg 0.907 1.361 3.629 4.082 10 4.536 4.990 5.443 5.897 6.804 7.257 7.711 8.165 8.618 20 9.072 9.525 9.979 10.433 10.886 11.340 11.793 12.247 12.701 13.154 30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.237 17.690 40 18.144 18.597 19.051 19.504 1 9.958 20.412 20.865 21.319 21.772 22.226 50 22.680 23. 1 33 23.587 24.040 24.494 24.948 25.401 25.855 26.303 26.762 60 27.216 27.669 28.123 28.576 29.030 29.484 29.937 30.391 30.844 31 .298 70 31.752 32.205 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834 80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.916 40.370 90 40.823 41.277 41.731 42.184 42.638 43.091 43.545 39.463 43.999 44.452 44.906 100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442 Figure 1-2. Weight Conversions (Sheet 1 of 2) 1-14 Jul 8/98 SECTION 1 GENERAL CESSNA MODEL 172S (Kilograms 2.205 Pounds) x = (Pounds .454 Kilograms) x = POUNDS KILOGRAMS 1 00 220 21 0 95 200 90 1 90 85 1 80 80 1 70 75 1 60 70 1 50 65 1 40 60 130 55 1 20 50 1 10 100 45 90 40 80 35 70 30 60 25 50 20 40 15 30 10 20 5 10 Units 1 0, 1 00, etc. 0 o i Figure 1 -2 . Wei g ht Conversi o ns (Sheet 2) ----r-- x 0585T102 Revi s i o n 4 1 -1 5 CESSNA MODEL 172S SECTION 1 GENERAL (Meters 3.281 Feet) (Feet .305 Meters) x x = = METERS INTO F E ET METRES EN PIEDS 1 0 m 2 feet feet feet 0 - - - 3.281 6.562 39.370 3 4 5 feet feet feet 9.842 13.123 16.404 42.651 45.932 6 7 8 feet feet feet 9 19.685 22.956 26.247 49.212 52.493 55.774 59.055 feet 29.528 62.336 10 32.808 36.089 20 65.617 68.897 72.178 75.459 78.740 82.021 85.302 88.582 91.863 30 98.425 101.71 104.99 108.27 111.55 114.83 118.11 121.39 124.67 127.95 40 131.23 134.51 137.79 141.08 144.36 147.64 150.92 154.20 157.48 160.76 50 164.04 167.32 170.60 173.86 177.16 180.45 183.73 187.01 190.29 193.57 60 195.85 200.13 203.41 206.69 209.97 213.25 216.53 219.82 223.10 226.38 70 229.66 232.94 236.22 239.50 242.78 246.06 249.34 252.62 255.90 259.19 265.75 269.03 272.31 275.59 278.87 282.15 285.43 288.71 291.58 90 295.27 298.56 301.84 305.12 308.40 311.68 314.96 318.24 321.52 324.80 331.36 334.64 337.93 341.21 344.49 347.77 351.05 354.33 357.61 6 7 80 262.47 100 328.08 95.144 F E ET INTO METERS PIEDS EN METRES 2 1 0 ft m m 4 3 m 5 � 9 m m m 0.914 1.219 1.524 1.829 2.134 2.438 2.743 3.962 4.267 4.572 4.877 5.182 5.486 5.791 7.925 8.230 8.534 8.839 10.973 11.278 11.582 11.887 m m m m 0 - - - 0.305 0.610 10 3.048 3.353 3.658 20 6.096 6.401 6.706 7.010 7.315 7.620 30 9.144 9.449 9.754 10.058 10.363 10.668 40 12.192 12.497 12.802 13.106 13.411 13.716 14.021 14.326 14.630 14.935 50 15.240 15.545 15.850 16.154 16.459 16.754 17.069 17.374 17.678 17.983 60 18.288 18.593 18.898 19.202 19.507 19.812 20.117 20.422 20.726 21.031 24.079 70 21.336 21.641 21.946 22.250 22.555 22.860 23.165 23.470 23.774 80 24.384 24.689 24.994 25.298 25.603 25.908 26.213 26.518 26.822 27.127 90 27.432 27.737 28.042 28.346 28.651 28.956 29.261 29.566 29.870 30.175 30.785 31.090 31.394 31.699 32.004 32.309 32.614 32.918 33.223 100 30.480 Fig ure 1 -3. Length Conversi o ns (Sheet 1 of 2) 1 -1 6 May 30/00 SECTION 1 GENERAL CESSNA MODEL 172S (Meters 3.281 Feet) x = (Feet .305 Meters) x = METERS FEET 1 00 320 95 300 90 280 85 80 260 75 240 70 220 65 200 60 55 1 80 50 1 60 45 1 40 40 1 20 35 1 00 30 25 80 20 60 15 40 10 20 5 Units 1 0, 1 00, etc. 0 0 Fi g ure 1 -3 . Length Conversions (Sheet 2) x Revis ion 4 I 1 -17 CESSNA MODEL 172S SECTION 1 GENERAL (Centimeters .394 Inches) (Inches 2.54 Centimeters) x x = = CENTIMETERS INTO INCHES CENTIMETRES EN POUCES a em 2 1 5 4 3 7 6 8 9 in. in. in. in. in . in. in. in . in. 0 - - - 0.394 0.787 1.181 1.575 1.969 2.362 2.756 3.150 10 3.937 4.331 4.724 5.118 5.512 5.906 6.299 6.693 20 7.874 8.268 8.661 9.055 9.449 9.843 10.236 30 11.811 12.205 12.598 12.992 13.386 13.780 40 15.748 16.142 16.535 16.929 17.323 17.717 in. 3.543 7.087 7.480 10.630 11.024 11.417 14.173 14.567 14.961 15.354 18.110 18.504 18.898 19.291 19.685 20.079 20.472 20.866 21.260 21.654 22.047 22.441 22.835 23.228 60 23.622 24.016 24.409 24.803 25.197 25.591 25.984 26.378 26.772 27.164 50 70 27.559 27.953 28.346 28.740 29.134 29.528 29.921 30.315 30.709 31.102 80 31.496 31.890 32.283 32.677 33.071 33.465 33.858 34.252 34.646 35.039 90 35.433 35.827 36.220 36.614 37.008 37.402 37.795 38.189 38.583 38.976 100 39.370 39.764 40.157 40.551 40.945 41.339 41.732 42.126 42.520 42.913 9 INCHES INTO CENTIMETERS POUCES EN CENTIMETRES a in. em 1 em 2 3 4 5 6 7 8 em em em em em em em em 0 - - - 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 10 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26 20 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66 83.82 22.96 30 76.20 78.74 81.28 86.36 88.90 91.44 93.98 96.52 99.06 40 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46 50 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86 60 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26 70 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66 80 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06 90 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46 100 254.00 256.54 259.08 261.62 264.16 266.70 269.24 271.78 274.32 276.86 Fi g ure 1 -4. Length Conversions (Sheet 1 of 2) 1 -1 8 May 30/00 SECTION 1 GENERAL CESSNA MODEL 172S (Centimeters .394 Inches) (Inches 2.54 Centimeters) INCHES CENTIMETERS 10 25 24 23 9 22 21 8 20 19 18 7 17 16 6 15 14 13 5 1 2' 11 4 10 9 8 3 7 6 2 5 4 Units 1 0, 1 00, etc. 3 2 1 0 o Fig ure 1 -4. Length Conversi o ns (Sheet 2 ) I x = x = x 0585T1028 Revi s ion 4 1-1 9 CESSNA MODEL 172S SECTION 1 GENERAL I (Statute Miles x1 .609�Kilometers) (Kilometers x.622�Statute Miles) (Statute Miles x.869=Nautical Miles) (Nautical Miles x1 .1 5=Statute Miles) (Nautical Miles x1 .852=Kilometers) (Kilometers x.54=Nautical Miles) NAUTICAL STATUTE MILES KILOMETERS MILES 1 15 1 00 1 00 1 80 1 10 95 95 1 05 90 90 1 70 1 00 85 85 1 60 95 80 80 1 50 90 75 1 40 85 75 70 130 80 70 65 1 20 75 65 70 60 60 1 10 65 55 55 1 00 60 50 50 90 55 45 45 80 50 40 70 45 40 35 60 40 35 35 30 30 30 25 25 50 25 20 40 20 20 1 5 1 5 30 15 1 0 20 Units 1 0, 1 00, etc. 10 10 5 10 5 5 0 0 0 0 Fi g ure 1 -5. Distance Conversi o ns x 0585T1029 1 -20 Revision 4 CESSNA MODEL 172S SECTION 1 GENERAL = (Imperial Gallons x 4.546 Liters) ..- (Liters x .22 Imperial Gallons) = ..-LlTERS INTO IMPERIAL GALLONS LlTRES EN GALLONS IMPERIAL Lt 0 10 20 30 40 50 60 70 80 90 2 1 0 4 3 5 IG IG IG IG IG - - - 2.200 4.400 6.599 8.799 0.220 2.420 4.620 6.819 9.019 0.440 2.640 4.840 7.039 9.239 0.660 2.860 5.059 7.259 9.459 0.880 3.080 5.279 7.479 9.679 10.999 13.199 15.398 17.598 19.798 11.219 13.419 15.618 17.818 20.018 11.439 13.639 15.838 18.038 20.238 11.659 13.859 16.058 18.258 20.458 11.879 14.078 16.278 18.478 20.678 100 21.998 22.218 22.438 7 6 IG IG IG 9 8 IG 1.540 1.100 1.760 1.320 3.740 3.300 3.960 3.520 5.939 5.499 6.159 5.719 8.139 8.359 7.699 7.919 9.899 10.119 10.339 10.559 IG 1.980 4.180 6.379 8.579 10.779 12.539 14.738 16.938 19.138 21.338 12.759 14.958 17.158 19.358 21.558 12.979 15.178 17.378 19.578 21.778 22.658 22.878 23.098 23.318 23.537 23.757 23.977 12.099 14.298 16.498 18.698 20.898 12.319 14.518 16.718 18.918 21.118 IMPERIAL GALLONS INTO LITERS GALLONS IMPERIAL EN LlTRES IG 1 0 2 4 3 5 7 6 9 8 Lt Lt Lt Lt Lt Lt Lt Lt Lt - - - Lt 0 10 20 30 40 45.460 90.919 136.38 181.84 4.546 50.006 95.465 140.93 186.38 9.092 54.552 100.01 145.47 190.93 13.638 59.097 104.56 150.02 195.48 18.184 63.643 109.10 154.56 200.02 22.730 68.189 113.65 159.11 204.57 27.276 72.735 118.20 163.66 209.11 31.822 77.281 122.74 168.20 213.66 36.368 81.827 127.29 172.75 218.21 40.914 86.373 131.83 177.29 222.75 50 60 70 80 90 227.30 272.76 318.22 363.68 409.14 231.84 277.30 322.76 368.22 413.68 236.39 281.85 327.31 372.77 418.23 240.94 286.40 331.86 377.32 422.77 245.48 290.94 336.40 381.86 427.32 250.03 295.49 340.95 386.41 431.87 254.57 300.03 345.49 390.95 436.41 259.12 304.58 350.04 395.50 440.96 263.67 309.13 354.59 400.04 445.50 268.21 313.67 359.13 404.59 450.05 100 454.60 459.14 463.69 468.23 472.78 477.33 481.87 486.42 490.96 495.51 Figure 1-6. Volume Conversions (Sheet 1 of 3) May 30/00 1-21 CESSNA MODEL 172S SECTION 1 GENERAL (Imperial Gallons x 4.4546 = Litres) (LUres x .22 = Imperial Gallons) 1 00 IMPERIAL GALLONS 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0 Units x 440 420 400 380 360 340 320 300 280 260 240 220 200 180 160 140 120 100 80 60 40 20 0 LITERS 10, 100, etc. 0585T1032 Figure 1-6. Volume Conversions (Sheet 2 of 3) 1-22 July 8/98 SECTION 1 GENERAL CESSNA MODEL 172S (Imperial Gallons x 1 .2 = U.S. Gallons) (U.S. Gallons x .833 = Imperial Gallons) (U .S. Gallons x 3.785 = Liters) ... (Liters x .264 = U.S. Gallons) U . S. IMPERIAL LITERS GALLONS 1 00 1 20 GALLONS 1 00 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0 1 15 1 10 1 05 1 00 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0 Units x 95 90 360 85 80 320 75 70 280 65 60 55 50 45 40 35 340 300 260 240 220 200 1 80 1 60 1 40 30 1 20 25 20 1 00 15 60 40 10 5 0 ..... 80 20 0 10, 100, etc. 0585T1033 Figure 1 -6. Volume Conversions (Sheet 3 of 3) May 30/00 1-23 S ECTION 1 G EN E RAL CESS NA MODEL 112S TEM P ERATUR E CONVERSIONS (0 F-32) x 5/9 ::: ° C OF -40 ·30 ·20 -10 0 10 20 °c -30 1 80 -20 200 -1 0 220 0 240 10 260 20 280 30 300 40 320 -40 60 70 90 1 00 1 10 e x 9/5 + 32 ::: ° F °c 30 80 o 1 60 340 0 360 380 400 18 780 800 820 840 860 880 900 920 940 960 290 300 31 0 320 980 1 50 1 000 420 440 460 480 500 520 540 1 020 1 60 1 040 560 0585T1034 Figu re 1-7. 1-24 Temperature Conversions J u ly 8/98 :0 CD < � -0 » C/) I m o w" 0" ::J � C/) o » r C/) -o :0 §! m r C/) !:: C/) - I CD C) � 0 -0 m CJ) ("') m CJ) a ::J C) :::J'" CD en s: CD , C) c , "< HECTOPASCAlS (MILLIBARS) 948 952 956 960 964 968 972 976 9811 984 968 992 99t! 1000 1004 1008 1012 1015 102C 1024 1028 1032 1036 1040 1044 1048 1052 1I15S I \II I 1 /ii/ilfli1 1lllllliliilll 11 / 1 1 'liI1illipinll IllilliIl I I \liIIqIfllfi I I I I liJlI !lJIlInlllllll I 1 1 11llJlllI 1llli1 IIfilOIlIllfi!nIflllli 1 1 1 \lljl1 /lljiiilll11111lili'lliliIIII Ii I I / 1 1 1 I I \ IJilll�IOiliililnuliillllIiil I \ II I I I 1lill/ 1i1!IIlJlllinlil'lIillillilIOiilipl / 1 1 1 I I I I I /llli'lili 1 i i iliIll ii1lliiIil(linjilrlIfillllrll l l! \ I 1 I i I IllIll/lllitriI l ' I 28.0 INCHES 28,1 282 ' I 28.3 28.4 28.5 28,6 28.7 28.8 28,9 29.0 I 29.1 \ 282 29,3 II 29.4 29.5 29.6 29.7 29.8 \ I 29,9 1 3D.O 30.1 302 1 \ 1 1 30.3 30.4 30.5 3O.S 30.7 30.8 30.9 31.0 \ 31.1 31.2 OJ c » :0 :O m SB o �O Oz - < Zm 0 :0 I C/) m­ C/) O s: Z m :0 o c :0 -< ::J I --L """-.I I\.) o "'Tl cO" c , CD --L I CO I\.) CJ'1 S: O m O C/) o C/) mZ r» I -9 G) � m o m0 Z � :0 » Z --L r CESSNA MODEL 1 72S SECTION 1 GENERAL AVGAS Speci f i c Gravity .72 (Li t ers X .72 Kilograms) - (Kilograms X 1 .389 Liters) (Li ters X 1 .58 Pounds) - (Pounds X .633 Liters) LIT ERS POUNDS LITERS KILOGRAMS 100 1 00 1 35 95 1 50 1 30 95 1 25 90 90 1 40 85 1 30 AVGAS FUEL 11 20 85 15 80 1 10 80 1 20 1 05 75 75 1 00 70 70 1 10 95 65 1 00 90 65 85 60 60 90 80 55 55 75 80 70 50 50 65 45 45 70 60 40 60 55 40 50 35 35 50 45 30 30 40 35 25 25 40 30 20 20 30 25 1 5 20 20 1 5 15 10 10 10 5 1 0 5 5 0 0 Units 10, 1 00, etc. 0 0 = = = = = x I 1 1 -26 Figure 1 -9. Volume to Wei g ht Conversion 0585T1 030 Revis ion 4 CESSNA MODEL 1 72S SECTION 1 GENERAL J---ii&I"f POU N OS AV GAS SPECIFIC GRAVITY 0.72 I Revi s i o n 4 GALLONS Fig ure 1 -1 0. Quick Conversions 1 -27/1 -281 SECTION 2 LIMITATIONS CESSNA MODEL 1 72S SECTI N 2 LIMITATI NS TABLE O F CONTENTS Page Introductio n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ai rspeed Limitatio ns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . Powerplant Limit ations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Powerplant Instrument Marki n gs . . . . . . . . . . . . . . . . . . . . . . Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utilit y Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Center Of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utilit y Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Load Factor Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Utility Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ki nds Of Operatio n Limits . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Limit ati o ns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Addit ional Fuel Limit ati o ns . . . . . . . . . . . . . . . . . . . . . . . . . . Other Limit ations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flap Limit atio ns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3 2-4 2-5 2-5 2-6 2-7 2-7 2-7 2-7 2-7 2-8 2-8 2-8 2-9 2-1 0 2-1 0 2-1 0 2-1 0 2-1 1 2-1 1 2-1 1 2-1 1 2-12 I Revis ion 4 2-1/2-2 CESSNA MODEL 1 72S SECTION 2 LIM ITATIONS INTRODUCTION Section 2 incl udes operating l imitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The l i mitations i ncl uded in this section and in Section 9 have been approved by the Federal Aviation Administration . Observance of these operating l i mitations is req uired by Federal Aviation Regulations. NOTE I Refer to the Supplements, Section 9, of this Pilot's Operating Handbook for amended operating l i mitations, operating procedures, performance data and other necessary information for airplanes equ i pped with specific options. NOTE The airspeeds listed i n the Airspeed Limitations chart (Figu re 2- 1 ) and the Airspeed Indicator Markings c hart (Fi gu re 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. If the alternate static source is being used , am ple margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5. The Cessna Model Certificate No. 3A 1 2. May 30/00 1 72S is certificated u n der FAA Type l 2-3 SECTION 2 LIMITATIONS C ESSNA MODEL 1725 AIRSPEED LIMITAT IONS Airspeed l i mitations and their operational significance are shown in Figu re 2-1. Maneuvering speeds shown apply to normal category operations. The uti lity category maneuvering speed is 98 KIAS at 2200 pounds. . SYMBOL VHE N ever Excee d S peed 1 60 1 63 Do not exceed th is speed i n a ny o peratio n . VNO M a xi m u m Structu ra l Cru i s i n g Speed 1 26 1 29 Do not exceed t h is sp eed except i n smooth a i r, a n d then o n ly with ca uti o n . VA M a n euve r i n g S peed : 2 5 50 P o u nd s 2200 Pou nds 1 900 P o u nds 1 02 95 88 1 05 98 90 Do n ot m a ke fu l l o r a b rupt co ntro l m ovements a bove th is speed . 1 07 85 1 10 85 Do n ot exceed t h is speed with fla ps d ow n . 1 60 1 63 VfE - Maxi m um F l a p Exten d ed S peed : 1 0° F l a ps 1 0° to 30° F l a ps M axi m u m W i n d ow O p e n Speed Figure 2-4 REMARKS KCAS KIAS SPEED 2-1 . Do n ot exceed this speed with w i n d ows open. Airspeed Lim itations July 8/98 SECTION 2 LIMITATIONS CESSNA MODEL 1 72S AI RSP E E D I N DI CATOR MAR KINGS Airspeed i n dicator markings and their color code significance are shown in Fi g ure 2-2. MARKING White Arc Green Arc Yellow Arc Red Line KIAS VALUE OR RANGE SIGNIFICANCE 40 - 85 Full Fl ap Operating Range. Lower limit i s maximum weight VSo i n landing config urati o n. Upper limit is maximum speed permi s si b l e with fl aps extended. 48 -129 Normal Operating Range. Lower limit is maximum weight VS1 at most forward C.G. wi t h fl aps retracted. Upper limit is maximum structural crui s i n g speed. 1 29-1 63 Operati o ns must be conducted with cauti o n and only in smooth ai r . 1 63 Maximum speed for all operatio ns. POW ERPLANT LIMITATIONS Engine Manufacturer: Textron Lycoming. Engine Model Number: 10-360-L2A. Maximum Power: 1 80 BHP rating. Engine Operati n g Limits for Takeoff and Continuous Operations: Maximum Engine Speed: 2700 RPM. NOTE The static RPM range at full throttle is 2300 - 2400 RPM. Maximum Oil Temperature: 245°F ( 1 1 8°C ) . Oil Pressure, Minimum: 20 PSI. Maximum: 1 1 5 PSI. Revi s ion 4 2-5 SECTION 2 CESSNA LIMITATIONS MODEL 1 72S Fuel Grade: See Fuel Limitati o ns. Oil Grade (Specificati o n): MIL-L-6082 or SAE J1 966 Aviati o n Grade Strai g ht Mineral Oil MIL-L-22851 or SAE J1 899 Ashless Di s persant Oil. Oil must compl y wi t h the latest revi s i o n and/or supplement for Textron Lycoming Service Instructi o n No. 1 014. Propeller Manufacturer: McCauley Propell e r Systems. Propeller Model Number: 1 A 1 70E/JHA7660. Propeller Diameter Maximum 76 inches. Minimum: 75 inch minimum. I or POWERPLANT INSTRUM E NT MAR KI NGS Powerpl a nt instrument markings and their color code significance are shown in Fi g ure 2-3. INSTRUMENT RED LINE (MINIMUM) Tachometer: Sea level ---- 5000 Feet 1 0,000 Feet Oil Temperature Oil Pressure Fuel Quantity Fuel Flow I Vacuum Gage GREEN ARC (NORMAL OPERATING) RED LINE (MAX) 21 00 to 2500 RPM 21 00 to 2600 RPM 2700 21 00 to 2700 RPM 1 00 to 245°F 245°F 50 to 90 PSI 1 15 PSI ---20 PSI 0 (1 .5 Gal. Unusabl e Each Tank) ---o to 1 2 GPH --4.5 - 5.5 in. Hg - ------ - Fig ure 2-3. Powerplant Instrument Markings 2-6 Revi sion 4 I CESSNA MODEL 1 72S SECTION 2 LI MITATIONS WEIGHT LIMITS NORMAL CATEGORY Maximum Ramp Weight: 2558 Ibs. Maximum Takeoff Weight: 2550 Ibs. Maximum Landing Weight: 2550 Ibs. Maximum Weight in Baggage Compartment: Baggage Area 1 - Station 82 to 1 08 : 1 20 Ibs. Baggage Area 2 - Station 1 08 to 1 42: 50 Ibs. NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 1 20 Ibs . UTILITY CATEGORY Maximum Ramp Weight: 2208 Ibs. Maximum Takeoff Weight: 2200 Ibs. Maximum Landing Weight: 2200 Ibs. Maximum Weight i n Baggage Compartment: I n the util ity category, the baggage compartment must be empty and rear seat must not be occupied. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of G ravity Range: Forward: 35.0 i nches aft of datum at 1 950 Ibs. or less, with straight l ine variation to 4 1 .0 inches aft of datum at 2550 1bs. Aft: 47. 3 i nches aft of datum at al l weights. Reference Datum: Lower portion of front face of firewall . July 8/98 2-7 SECTION 2 LI MITATIONS CESSNA MODEL 172S UTILITY CATEGORY Center of Gravity Range: Forward: 35.0 inches aft of datum at 1 950 Ibs. or less, with straight line variation to 37.5 inches aft of datum at 2200 1bs. Aft: 40.5 inches aft of datum at all weights. Reference Datum: Lower portion of front face of firewall . MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and utility category. The normal category is applicab le 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 600 • NORMAL CATEGORY MANEUVERS AND RECOMMENDED EN­ TRY SPEED* Chandelles . . . . . . . . . . . . . . . Lazy Eights . . . . . . . . . . . . . . . Steep Turns . . . . . . . . . . . . . . Stalls ( Except Whip Stalls) . . . * . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 05 Knots . . . . . . 1 05 Knots . . . . . . . 95 Knots . S low Deceleration Abrupt use of the controls is prohibited above 1 05 KIAS. 2-8 J u ly 8/98 CESSNA MODEL 1 72S SECTION 2 LIMITATIONS UTILITY CATEGORY Thi s airpl a ne is not designed for purel y aerobatic flight. However, in the acquisiti o n of vari o us certi ficates such as commerci a l pilot and flight instructor, certai n maneuvers are required by the FAA. All of these maneuvers are permi tted in thi s airpl a ne when operated in the utili ty category. In the uti l ity category, the rear seat must not be occupi e d and the baggage compartment must be empty . UTILITY CATEGORY MANE UVERS AND R ECOM M E N D E D E NTRY SPEED* Chandelles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 05 Knots Lazy Eights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 05 Knots Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 Knots Spi n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Slow Decelerati o n Stal l s (Except Whi p Stal l s ) . . . . . . . . . . . . . . . . Slow Deceleration * Abrupt use of the controls is prohibited above 9 8 knots. Aerobatics that may impose hig h loads should not be attempted. The important thing to bear i n mind in fli g ht maneuvers is that the ai rpl a ne is clean in aerodynami c design and will build up speed quickly with the nose down. Proper speed control i s an essenti a l re­ quirement for executi o n of any maneuver, and care should always be exercised to avoi d excessive speed which in turn can impose ex­ cessive l o ads. In the execution of all maneuvers, avoid abrupt use of controls. Ju1 8/98 2-9 SECTION 2 LIMITATIONS CESSNA MODEL 1 72S FLIGHT LOAD FACTOR LIMITS NORMA L CATEGORY Flight Load Factors (Maximum Takeoff Weight - 2550 Ibs.): *Flaps Up . . . . . . . . . . . . . . . . . . . . . . . +3.8g, -1 .52g *Flaps Down . . . . . . . . . . . . . . . . . . . . . +3.0g *The desi g n load factors are 150% of the above, and in all cases, the structure meets or exceeds desi g n loads. UTILITY CATEGORY Flight Load Factors (Maximum Takeoff Weight - 2200 Ibs.): *Flaps Up . . . . . . . . . . . . . . . . . . . . . . . +4.4g, -1 .76g *Flaps Down . . . . . . . . . . . . . . . . . . . . . +3.0g *The desi g n load factors are 1 50% of the above, and in all cases, the structure meets or exceeds desi g n loads. KIN DS O F OPE RATION LIMITS The airpl a ne as delivered i s equipped for day VFR and may be for nig ht VFR and/or IFR operati o ns. FAR Part 91 Iequipped establishes the minimum required instrumentati o n and equi p ment for these operati o ns. The reference to types of flight operati o ns on the operati n g limit ati o ns placard reflects equipment installed at the time of Ai rworthiness Certificate i s suance. Flight into known i c i n g condi t i o ns i s prohibi ted. 2-1 0 Revi s i o n 4 SECTION 2 LIMITATIONS CESSNA MODEL 172S FUEL LIMITATIONS Total Fuel: 56 U.S. gallons (2 tanks at 28.0 gallons each). Usabl e Fuel (all flight condi t i o ns): 53.0 U.S. gallons. Unusabl e Fuel: 3.0 U.S. gallons (1 .5 gallons each tank). NOTE To ensure maximum fuel capacity and minimiz e cross­ feeding when refueling, always park the airpl ane in a wi n gs­ level, normal ground atti t ude and pl ace the fuel selector in the Left or Right positi o n. Refer to Fig ure 1 -1 for normal ground atti t ude definit i o n. A DDITIONAL F U EL LIMITATIONS Takeoff and land with the fuel selector valve handle in the BOTH posit i o n. Maximum slip or skid durati o n with one tank dry: 30 seconds. Operati o n on either LEFT or RIGHT tank limit ed to level flight only. With 1/4 tank or less, prolonged uncoordinated flight is prohi bited when operating on either left or rig ht tank. Fuel remaining in the tank after the fuel quantity indicator reads 0 (red li n e) cannot be safely used in flight. Approved Fuel Grades (and Colors): 1 DOLL Grade Aviati o n Fuel (Blue). 1 00 Grade Aviation Fuel (Green). OTH E R LIMITATIONS FLAP LIMITATIONS Approved Takeoff Range: Approved Landing Range: Ju1 8/98 2-1 1 SECTION 2 LIMITATIONS CESSNA MODEL 1 72S PLACAR DS The foll owing informati o n must be di s played in the form of compos­ ite or individ ual placards. 1 . In full vi ew of the pil o t: (The "DAY-NIGHT-VFR-IFR" entry, shown on the exampl e below, will vary as the ai r pl a ne i s I equipped). The marki ngs and pl acards installed in this airpl a ne contain operati n g limit ati o ns whi c h must be complied with when operati n g this airpl a ne in the Normal Category. Other operati n g limitati o ns which must be complied wi t h when operati n g this airpl a ne in thi s category or in the Utility Category are contained in the Pi l ot's Operati n g Handbook and FAA Approved Ai rpl a ne Flight Manual. Normal Category No acrobati c maneuvers, including spi n s, approved. No acrobati c maneuvers approved, Utility Category except those listed in the Pilot's Operati n g Handbook. Baggage compartment and rear seat must not be occupi ed. Opposite rudder - forward elevator Spin Recovery neutrali z e controls. Fl i g ht into known icing condi t i o ns prohibi ted. Thi s airpl ane is certified for the followi n g flight operati o ns as of date of ori g inal airworthiness certificate: DAY-NIGHT-VFR-IFR 2-1 2 Revi s i o n 4 CESSNA SECTION 2 MODEL 1 72S LIMITATIONS 2. On the fuel selector val v e: TAKEOFF BOTH ALL FLIGHT ATTITUDES LANDING 53.0 GAL. FUEL SELECTOR LEFT RIGHT 26.5 GAL. 26.5 GAL. LEVEL LEVEL FLIGHT FLIGHT ONLY ONLY 3. Near fuel tank filler cap: FUEL 1 00LU1 00 MIN. GRADE AVIATION GASOLINE CAP. 26.5 U.S. GAL. USABLE CAP 1 7.5 U.S. GAL USABLE TO BOTTOM OF FILLER INDICATOR TAB 4. On flap control i n dicator: JU1 8/98 1 1 0 KIAS (Parti a l fl ap range with blue color code; als o, mechanical detent at 1 00. ) 85 KIAS (White color code; also, mechani cal detent at 200. ) 2-13 CESSNA SECTION 2 MODEL 1 72S LIMITATIONS 5. In baggage compartment: 1 20 POUNDS MAXIMUM BAGGAGE FORWARD OF BAGGAGE DOOR LATCH 50 POUNDS MAXIMUM BAGGAGE AFT OF BAGGAGE DOOR LATCH MAXIMUM 1 20 POUNDS COMBINED FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA 6. A calibrati o n card must be provi d ed to i n dicate the accuracy of the magnetic compass in 30° increments. 7. On the oi l filler cap: 8. On control lock: 9. II 2-14 CAUTION! CONTROL LOCK REMOVE BEFORE STARTING ENGINE Near airspeed i n di cator: MANEUVERING SPEED - 1 05 KIAS Revis ion 4 CESSNA MODEL 1 72S SECTION 2 LIMITATIONS 1 0. On the Upper Right Si d e of the Aft Cabin Parti t i o n: EMERGENCY LOCATOR TRANSMITTER INSTALLED AFT OF THIS PARTITION MUST 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 ALTERNATOR AND A NEGATIVE GROUND SYSTEM. OBSERVE PROPER POLARITY. REVERSE POLARITY WILL DAMAGE ELECTRICAL COMPONENTS. On the upper ri g ht instrument panel: SMOKING PROHIBIT ED 1 2. I Revi s i o n 4 I 2-1 5/2-1 6 CESSNA MODEL 1 72S SECTION 3 EMERGENCY PROCEDURES SECTI N 3 E MERG ENCY P R C E O RES TABLE O F CONTENTS Introducti o n Page 3-3 AIRSPEEDS Airspeeds For Emergency Operation . . . . . . . . . . . . . . . . . . . 3-3 E M E RG ENCY PROCEDU R ES CHECKLIST Engine Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Failure During Takeoff Roll . . . . . . . . . . . . . . . . . . Engine Failure Immediatel y After Takeoff . . . . . . . . . . . . . . Engine Failure Duri n g Flight (Restart Procedures) . . . . . . . Forced Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency Landing Without Engine Power . . . . . . . . . . . . Precauti o nary Landing With Engine Power . . . . . . . . . . . . Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . During Start On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Fire In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical Fire In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wi n g Fi re . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ici n g . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inadvertent Ici n g Encounter . . . . . . . . . . . . . . . . . . . . . . . . Stati c Source Blockage . . . . . . . . . . . . . . . . . . . . . . . . . . Landing With A Fl at Mai n Ti re . . . . . . . . . . . . . . . . . . . . . . . Landi n g With A Fl at Nose Tire . . . . . . . . . . . . . . . . . . . . . . . Revis ion 4 3-4 3-4 3-4 3-5. 3-5 3-5 3-6. 3-5 ;:� 3-7 3-8. 3-8 3-9 3-9 3-9 3-1 0 3-1 0 3-1 0 3-1 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S (Conti nued) Page El ectri cal Power Suppl y System Mal functi o ns . . . . . . . . . . . 3-1 1 Ammeter Shows Excessive Rate of Charge (Full Scal e Deflecti o n) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1 1 Low Voltage Annunci ator (VOLTS) Illuminates During Flight (Ammeter Indicates Di s charge) . . . . . . . . . . . . . . . . . . . 3-1 1 Vacuum System Failure . . . . . . . . . . . . . . . . . . . . . . . . 3-1 2 . . . AMPLIFI E D EMERGE NCY PROC E D U R ES Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forced Landi n gs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Wit hout Elevator Control . . . . . . . . . . . . . . . . . . . . Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency Operation In Clouds (Vacuum System Failure) Executing A 1 800 Turn In Clouds . . . . . . . . . . . . . . . . . Emergency Descent Through Clouds . . . . . . . . . . . . . Recovery From Spi ral Dive In The Clouds . . . . . . . . . Inadvertent Fl i g ht Into Ici n g Condi t i o ns . . . . . . . . . . . . . . Stati c Source Blocked . . . . . . . . . . . . . . . . . . . . . . . . . . Spi n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rough Engi n e Operati o n Or Loss Of Power . . . . . . . . . . . . Spark Plug Fouling . . . . . . . . . . . . . . . . . . . . . . . . . . . . Magneto Malfuncti o n . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-Driven Fuel Pump Failure . . . . . . . . . . . . . . . . . Excessive Fuel Vapor Indicati o ns . . . . . . . . . . . . . . . . . Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical Power Suppl y System Malfunctions . . . . . . . . Excessive Rate of Charge . . . . . . . . . . . . . . . . . . . . . . . Insufficient Rate Of Charge . . . . . . . . . . . . . . . . . . . . . . Other Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wi n dshi e l d Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2 3-1 3 3-15 3-1 5 3-1 6 3-1 6 3-1 6 3-1 7 3-1 8 3-1 8 3-1 8 3-1 9 3-20 3-20 3-20 3-20 3-21 3-21 3-22 3-22 3-23 3-23 3-23 Revi s i o n 4 CESSNA MODEL 1 72S SECTION 3 EMERGENCY PROCEDURES INTROD UCTION Section 3 provides checklist and amplified procedures for copi n g wi t h emergencies that may occur. Emergenci e s caused by airpl a ne or engi n e mal functions are extremely rare if proper prefl i ght inspectio ns and maintenance are practiced. Enroute weather emergenci es can be mi n imized or eliminated by careful flight pl a nning and good judgment when unexpected weather i s encountered. However, shoul d an emergency arise, the basi c guid elines described in this secti o n should be consi d ered and applied as necessary to correct the problem. Emergency procedures associated with standard avionics, the ELT, or any opti o nal systemsl can be found in the Suppl e ments, Section 9. AI RSP E E DS AI RSPEEDS FOR E MERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wing Flaps Down . . . . . . . . . . . . . . . . . . . . . . . . . . . Maneuvering Speed: 2550 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2200 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 900 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum Glid e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Precauti o nary Landing With Engine Power . . . . . . . . . . . Landing Without Engine Power: Wing Fl aps Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wi n g Fl aps Down . . . . . . . . . . . . . . . . . . . . . . . . . . . May 30100 70 KIAS 65 KIAS 1 05 KIAS 98 KIAS 90 KIAS 68 KIAS 65 KIAS 70 KIAS 65 KIAS 3-3 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S Procedures in the Emergency Procedures Checkl i st porti o n of this section shown in bold faced type are immediate acti o n items ' which should be committed to memory. L U R ES ENGI N E FAI L U R E D U RING TAKEOFF ROLL 1 . Throttle -- IDLE. 2. Brakes·.. APPLY. 3. Wing Fl aps -- RETRACT. 4. Mixture -- IDLE CUT OFF. 5. Ignit i o n Switch -- OFF. 6. Master Switch -- OFF. ENGINE FAI L U R E I M M EDIATELY AFTER TAKEOFF 1 . Airspeed .. 70 KIAS (flaps U P). 65 KIAS (flaps DOWN). 2. Mixture -- IDLE CUT OFF. 3. Fuel Shutoff Valve -- OFF ( Pull Full Out) . 4 . Igni t i o n Swi t ch -- OFF. 5. Wi n g Flaps -- AS REQUIRED. 6. Master Switch -- OFF. 7. Cabin Door -- UNLATCH. 8. Land -- STRAIGHT AHEAD. _ Revis ion 4 CESSNA MODEL 1 72S SECTION 3 EMERGENCY PROCEDURES E N G I N E FAI L U R E D U R ING FLIGHT (Restart Procedu res) 1 . Airspeed -- KIAS. 2. Fuel Shutoff Valve -- O N (push ful l i n). 3. Fuel Selector Valve -- BOTH. 4. Auxiliary Fuel Pump Switch -- ON. 5. M ixtu re -- RICH (if restart has not occurred). 6. Igni t i o n Switch -- BOTH (or START if propeller i s stopped). 68 NOTE If the propeller i s windmilli n g, the engine wi l restart automati call y wi t hin a few seconds. If the propelle r has stopped (possible at l o w speeds), turn the ignit ion switch to START, advance the throttle slowly from idle and lean the mixture from full rich as required for smooth operatio n. 7. Auxiliary Fuel Pump Switch -- OFF. NOTE If the fuel flow indicator immediatel y drops to zero (indicati n g an engine-driven fuel pump failure), return the Auxiliary Fuel Pump Switch to the ON positi o n. LAN DINGS EMERGENCY LANDING WITHO UT ENGINE POWE R 1 . Passenger Seat Backs -- MOST UPRIGHT POSITION. 2. Seats and Seat Bel ts -- SECURE. 3. Ai rspeed -- 70 KIAS (fl a ps UP). 65 KIAS (fl aps DOWN). 4. Mixture -- IDLE CUT OFF. 5. Fuel Shutoff Valve -- OFF (Pull Full Out). 6. Ignit i o n Switch -- OFF. 7. Wing Fl aps -- AS REQUIRED (300 recommended). 8. Master Switch -- OFF (when l a nding is assured). 9. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 1 0. Touchdown -- SLIGHTLY TAIL LOW. 1 1 . Brakes -- APPLY HEAVILY. Revis ion 4 3-51 CESSNA MODEL 1 72S SECTION 3 EMERGENCY PROCEDURES P RECAUTIONARY LANDING WITH ENGIN E POWER 1 . Passenger Seat Backs -- MOST UPRIGHT POSITION. 2. Seats and Seat Belts ,.- SECURE. 3. Ai rspeed -- 65 KIAS. 4 . Wi n g Flaps -- 20°. 5. Sel ected Fi e l d -- FLY OVER, noti n g terrain and obstructi o ns, then retract flaps upon reaching a safe altitude and airspeed. 6. Avionics Master Swi t ch and Electrical Switches -- OFF. 7. Wi n g Flaps -- 30° (on final approach). 8. Ai rspeed -- 65 KIAS. 9. Master Switch -- OFF. 1 0. Doors -- UNLATCH PRIOR TO TOUCHDOWN. 1 1. Touchdown -- SLIGHTLY TAIL LOW. 1 2. Ignit i o n Switch -- OFF. 1 3. Brakes -- APPLY HEAVILY. DITCHING Radi o -- TRANSMIT MAYDAY on 1 21.5 MHz, giv i n g locati o n and intentio ns and SQUAWK 7700. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON (if possible). 3. Passenger Seat Backs -- MOST UPRIGHT POSITION. 4 . Seats and Seat Bel t s -- SECURE. 5. Wing Fl aps -- 20° to 30°. 6. Power -- ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS. 1. NOTE If no power i s available, approach at 70 KIAS with flaps up or at 65 KIAS with 1 0° fl aps. 7. Approach -- Hi g h Winds, Heavy Seas -- INTO THE WIND. Light Wi nds, Heavy Swells -- PARALLEL TO SWELLS. 8. Cabi n Doors -- UNLATCH. 9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF DESCENT. 1 0. Face -- CUSHION at touchdown with fol d ed coat. 1 1. ELT -- Activate. 1 2. Ai r pl a ne -- EVACUATE through cabin doors. If necessary, open window and flood cabi n to equal i z e pressure so doors can be opened. 1 3. Life Vests and Raft -- INFLATE WHEN CLEAR OF AIRPLANE. Revi s ion 4 CESSNA MODEL 1 72S SECTION 3 EMERGENCY PROCEDURES FIR ES D U RING START O N G R O U N D 1 . Ignition Switch -- START, Continue Cranking to get a start. whi c h would suck the fl a mes and accumulated fuel into the engine. If engine starts: 2. Power -- 1 800 RPM for a few minutes. 3. Engine -- SHUTDOWN and inspect for damage. If engine fail s to start: 4. Th rottle -- F U L L OPEN. 5. M ixtu re -- IDLE C UT OFF. 6. Cranking -- CONTIN U E. 7. Fuel Shutoff Valve .... O FF (Pul l Full Out). 8. Aux i liary Fuel Pump Switch .... OFF. I 9. Fire Extinguisher -- ACTIVATE. 1 0. Engine -- SECURE. a. Master Switch -- OFF. b. Ignit i o n Switch -- OFF 1 1 . Parki n g Brake -- RELEASE. 1 2. Ai rpl a ne -- EVACUATE. 1 3. Fire -- EXTINGUISH using fire extinguis her, wool bl anket, or dirt. 1 4. Fire Damage -- INSPECT, repai r damage or repl ace damaged components or wiring before conducting another fli g ht. ENGINE FI R E I N FLIGHT 1 . M ixtu re -- IDLE C UT OFF. 2. Fuel Sh utoff Valve -- Pu l l Out (OFF). 3. Aux i liary Fuel Pump Switch -- OFF. 4. Master Switch -- OFF. • 5. Cabin Heat and Ai r -- OFF (except overhead vents). 6. Ai rspeed -- 1 00 KIAS (If fire is not extinguished, increase gli d e speed to fi n d an airspeed - within ai rspeed limitati o ns - which will provi d e an incombusti b l e mixture). 7. Forced Landing -- EXECUTE (as described in Emergency Landi n g Wit hout Engine Power). Revi s i o n 4 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S E LECTRICAL F I R E IN FLIGHT 1 . Master Switch -- OFF. 2. Vents, Cabi n Air, Heat -- C LOSED. 3. Fire Exti nguisher -- ACTIVATE. 4 . Avionics Master Swi t ch -'- OFF. 5. All Other Switches (except ignit i o n switch) -- OFF. WAR N I NG AFTER DISCHARGING FIRE EXTIN G U ISHER AND ASCERTAINING THAT FI R E HAS B EE N EXTI N G U ISHED, VENTILATE THE CABIN. 6. Vents/Cabin Ai r/Heat -- OPEN when it i s ascertained that fi re is completel y extinguished. If fire has been extinguished and el ectrical power i s necessary for continuance of flight to nearest suitable airport or l a ndi n g area: 7. Master Switch -- ON. 8. Circui t Breakers -- CHECK for faulty circuit, do not reset. 9. Radi o Switches -- OFF. 1 0. Avi o nics Master Switch -- ON. 1 1 . Radio/El ectrical Switches -- ON one at a time, with delay after each until short ci rcui t i s localized. CABI N FIRE 1 . Master Switch -- OFF. 2. Vents/Cabi n Ai r/Heat -- C LOSED (to avoi d drafts). 3. Fire Extinguisher -- ACTIVATE. A WAR N I NG AFTER DISCHARGING FIRE EXTI N G UISH E R AND ASCERTAIN I NG THAT FI R E HAS B E EN EXTI N G U ISHED, VENTILATE THE CABIN. 4. Vents/Cabin Ai r/Heat -- Open when i t i s ascertained that fire i s completel y extinguished. 5. Land the airpl a ne as soon as possible to inspect for damage. Revi s ion 4 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S WING FIRE 1 . Landi n g/Taxi Light Switches OFF. 2. Navigation Light Switch OFF. 3. Strobe Light Switch OFF. 4. Pitot Heat Switch O FF. -- -- -- -- NOTE Perform a si d eslip to keep the fl a mes away from the fuel tank and cabin. Land as soon as possible using fl aps only as required for fi n al approach and touchdown. ICI N G INADVERTENT ICING ENCOUNTER I 1 . Turn pitot heat switch O N . 2. Turn back or change altitude to obtain an outsi d e air temperature that is less conducive to i c i n g. 3. Pull cabin heat control full out and open defroster outlets to obtain maximum windshield defroster ai rflow. Adjust cabin air control to get maximum defroster heat and airflow. 4. Watch for signs of engine-rel ated icing condi tions. An unexplained loss in engine speed could be caused by ice bl ocking the air intake filter, or, in extremely rare instances, ice completel y bl ocki n g the fuel injection air reference tubes. Change the throttle posit i o n to obtain maximum RPM. This may require either advancing or retarding the throttl e , dependent on where ice has accumulated i n the system. Adjust mixture, as required, for maximum RPM. 5. Pl an a l a ndi n g at the nearest ai rport. With an extremely rapi d ice build up, sel ect a suitable "off airport" l a nding site. 6. With an ice accumulati o n of 1/4 inch or more on the wi n g leading edges, be prepared for significantly hig her stall speed and a longer l a ndi n g roll. 7. Leave wi n g flaps retracted. With a severe ice build up on the hori z ontal tail, the change in wi n g wake airflow directi o n caused by wi n g flap extensi o n could result in a loss of elevator effectiveness. 8. Open left window and, if practical, scrape ice from a porti o n of the wi n dshield for vi s i b ility in the l a ndi n g approach. 9. Perform a landing approach usi n g a forward slip, if necessary, for improved vis ibility. Revi s i o n 4 3-9 CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES 1 0. Approach at 65 to 75 KIAS dependi n g upon the amount of the accumulati o n. 1 1 . Perform a landing in level attit ude. STATIC SOURCE B LOCKAG E ( Erroneous I nstrument Readi ng Suspected) 1 . Static Pressu re Alternate Sou rce Valve P U L L ON. 2. Ai rspeed -- Consult appropri ate calibrati o n tables in Section 5. aa LANDING WITH A FLAT MAIN TI R E I 1 . Approach -- NORMAL. 2. Wing Flaps -- 30°. 3. Touchdown -- GOOD MAIN TIRE FIRST, hold airpl a ne off flat tire as l o ng as possi b l e with aileron control. 4. Directi o nal Control -- MAINTAIN using brake on good wheel as required. LANDING WITH A FLAT NOS E TI R E 1 . Approach -- NORMAL. 2. Fl aps -- AS REQUIRED. 3. Touchdown -- ON MAINS, hold nose wheel off the ground as long as possible. 4. When nose wheel touches down, mai ntai n full up elevator as airpl a ne slows to stop. 3-1 0 May 30/00 CESSNA MODEL 1 72S SECTION 3 EMERGENCY PROCEDURES ELECTRICAL POWE R S U P PLY SYSTE M MALF U NCTIONS A M M ETER SHOWS EXCESSIVE RATE O F CHARGE (Fu l l Scale Deflection) 1 . Alternator -- OFF. A CAUTION WITH THE ALTERNATOR SID E OF THE MASTER SWITCH OFF, COMPASS DEVIATIONS O F AS M UCH AS 2 5 ° MAY OCC U R. 2. Nonessenti a l El ectrical Equipment -- OFF. 3. Flight -- TERMINATE as soon as practical. LOW VOLTAGE A N N UNCIATOR (VOLTS) I L L U MINATES D URING FLIGHT (Ammeter I ndicates Discharge) NOTE Illumination of "VOLTS" on the annunci ator panel may occur during low RPM condi t i o ns with an el ectri cal load on the system such as during a low RPM taxi. Under these condi t i o ns, the annunciator will go out at higher RPM. The master switch need not be recycled si n ce an overvoltage condi t i o n has not occurred to deactivate the alternator system. 1. Avi o nics Master Switch -- OFF. 2. Alternator Circui t Breaker (ALT FLO) -- CHECK IN. 3. Master Switch -- OFF (both sid es). 4. Master Switch -- ON. 5. Low Voltage Annunci ator (VOLTS) -- CHECK OFF. 6. Avi o nics Master Switch -- ON. If low voltage annunciator (VOLTS) illuminates again: 7. Alternator -- OFF. 8. Nonessential Radi o and Electrical Equi p ment -- OFF. 9. Flight -- TERMINATE as soon as practical. Revis ion 4 I I I I 3-1 1 1 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S VAC U U M SYSTE M FAILU R E Left Vacuum (L VAC) Annunciator or Right Vacuum (VAC R) I Annunciator Illuminates. CAUTION IF VAC U U M IS NOT WITHIN NORMAL OPERATING LIMITS, A FAI L U R E HAS OCC U R R E D IN THE VAC U U M SYSTEM AND PARTIAL PAN EL PROCEDU R ES MAY BE R EQ U I R ED FOR CONTI N U ED FLIGHT. 1 . Vacuum Gage operating limit s. 13-1 2 -- CHECK to ensure vacuum wit hin normal Revi s i o n 4 CESSNA MODEL 1 72S EM R SECTION 3 EMERGENCY PROCEDURES AMPLIFIED ENCY P R CEDU RES The following Amplified Emergency Procedures elaborate upon information contained in the Emergency Procedures Checkl i sts porti o n of this section. These procedures al s o include information not readily adaptable to a checkli st format, and materi a l to which a pilot could not be expected to refer in resolution of a specifi c emergency. This informati o n should be revi ewed in detail prio r to fl y i n g the airpl a ne, as well as revi ewed on a regula r basi s to keep pilot's knowledge of procedures fresh. E N GI N E FAI L U R E If an engine failure occurs duri n g the takeoff roll, the most important thing to do is stop the airpl a ne on the remaining runway. Those extra i t ems on the checkli st will provi d e added safety after a failure of thi s type. Prompt lowering of the nose to maintai n airspeed and establish a glid e attitude is the first response to an engine failure after takeoff. In most cases, the landing should be pl a nned strai g ht ahead with only small changes in directi o n to avoid obstructi o ns. Alt itude and airspeed are seldom suffi c i e nt to execute a 1 800 glid ing turn necessary to return to the runway. The checkli st procedures assume that adequate time exists to secure the fuel and ignit i o n systems prior to touchdown. July 8/98 3-13 CESSNA MODEL 1 72S SECTION 3 EMERGENCY PROCEDURES After an engine failure in fli g ht, the most important course of l acti o n is to continue flying the airplane. Best glid e speed as shown in Fi g ure 3-1 should be established as quickly as possible. While glid ing toward a suitabl e l a ndi n g 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 checkli s t. If the engine cannot be restarted, a forced landing without power must be completed. 1 2,000 � u. z « a: a: w � w > 0 OJ « � I (!J iIi I 1 0,000 8000 6000 4000 2000 o 0585C1011 3-1 4 * S P E E D 68 KIAS * P RO P E LLER WI N * Z E RO WI N D * FLAPS U P 2 4 6 8 1 0 1 2 1 4 1 6 1 8 20 GROUND DISTANCE - NAUTICAL MILES o Fig ure 3-1 . Maximum Glid e Revi s i o n 4 I SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S FORC E D LANDINGS If all attempts to restart the engi n e fail and a forced landing i s imminent, select a suitable fi e l d and prepare for the landing as discussed under the Emergency Landi n g Without Engine Power checkl i st. Transmit Mayday message on 1 21 .5 MHz giv i n g l o cati o n and intenti o ns and squawk 7700. Before attempting an "off airport" landing with engine power available, one should fly over the l a nding area at a safe but low al t i t ude to inspect the terrain for obstructi o ns and surface condi t i o ns, proceeding as discussed under the Precauti o nary Landing With Engine Power checklist. Prepare for ditching by securing or jetti s oning heavy objects l ocated in the baggage area,and collect folded coats for protecti o n of occupants' face at touchdown. Transmit Mayday message on 1 21 .5 MHz giv i n g l ocation and intentions and squawk 7700. Avoid a l a ndi n g fl are because of diffi c ulty in judgi n g height over a water surface. The checklist assumes the availability of power to make a precauti o nary water l a nding. If power is not avai l able, use of the ai rspeeds noted with minimum fl a p extensi o n wi l l provide a more favorable attitude for a power off ditching. In a forced l a ndi n g si t uati o n, do not set the AVIONICS MASTER switch or the airpl a ne MASTER switch to the OFF posi t i o n until a landi n g is assured. When these switches are in the OFF positi o n, the airpl a ne electrical systems are de-energi zed. Before performing a forced landing, especially in remote and mountainous areas, activate the ELT transmitter by posit ioning the cockpi t-mounted switch to the ON posi t i o n. For complete informati o n on ELT operati o n, refer to the Supplements, Secti o n 9. I LANDING WITHOUT ELEVATOR CON�T ROL Trim for hori z ontal fl i g ht (with an airspeed of approximatel y 65 KIAS and flaps set to 200) by usi n g throttle and elevator trim controls. Then control the glid e angle by adjusting power exclusiv el y . do not change the elevator trim control setting;1 Revis ion 4 3-15 SECTION 3 EMERGENCY PROCEDURES I CESSNA MODEL 1 72S At the l a nding fl are (round-out), the nose down moment result i n g from power reduction i s an adverse factor and the ai r pl a ne may land on the nose wheel. Consequentl y , at flare, the elevator trim control should be adjusted toward the full nose up posi t i o n and the power adjusted so that the ai r pl a ne will rotate to the horizontal attitude for touchdown. Cl ose the throttle at touchdown. FI R ES Although engine fires are extremely rare in fli g ht, the steps of the appropri ate checkli st should be followed i f one is encountered. After completi o n of this procedure, execute a forced l a nding. Do not attempt to restart the engine. The ini t i a l i n dicati o n of an electrical fire i s usually the odor of burning insulation. The checkli st for this problem should result in eliminatio n of the fire. E M E RG ENCY OPERATION IN CLO U DS (Total Vacuu m System Fail u re) If both the vacuum pumps fail in fli g ht, the directi o nal indicator and atti t ude indi cator wi l be di s abl e d, and the pilot wi l have to rel y on the turn coordinator i f he inadvertently flies into cl o uds. If an autopilot i s installed, i t too may be affected. Refer to Secti o n 9, Supplements, for addit i o nal details concerning autopil o t operatio n. The follo wi n g instructions assume that only the el e ctrically powered turn coordinator is operative, and that the pilot i s not completel y profi c i e nt i n instrument fly ing. EXECUTING A 1 800 TURN I N C LO U DS Upon inadvertently enteri n g the clo uds, an immediate pl a n should be made to turn back as follows: 1 . Note the compass heading. 2. Using the clock, ini t i ate a standard rate left turn, holding the turn coordinator symbolic airpl a ne wi n g opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airpl a ne. 3-1 6 Revis ion 4 I CESSNA MODEL 172S SECTION 3 EMERGENCY PROCEDURES 3. Check accuracy of the turn by observing the compass heading whi c h should be the reciprocal of the original heading. 4 . If necessary, adjust heading primarily wi t h ski d ding moti o ns rather than rolling moti o ns so that the compass wi l l read more accuratel y . 5. Maintai n al t i t ude and airspeed by cauti o us appl ication of elevator control. Avoi d over controlling by keepi n g the hands off the control wheel as much as possible and steering only with rudder. EMERGENCY D ESCENT THRO U G H C LO U DS If condi t i o ns prevent return to VFR flight by a 1 800 turn, aI descent through a cl o ud deck to VFR condi t i o ns may be appropri ate. If possible, obtai n radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimiz e compass card swi n gs due to changing bank angl e s. In addi tion, keep hands off the control wheel and steer a strai g ht course with rudder control by monit ori n g the turn coordinator. Occasi o nal l y check the compass heading and make minor correcti o ns to hold an approxi m ate course. Before descending into the cl o uds, set up a stabil i zed letdown condi t i o n as follo ws: 1 . Appl y full rich mix ture. 2. Reduce power to set up a 500 to 800 ft/min 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 correcti o ns by rudder alone. 6. Check trend of compass card movement and make cauti o us correcti o ns wi t h rudder to stop the turn. 7. Upon breaki n g out of clouds, resume normal crui s i n g flight. Revis ion 4 3-17 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S R ECOVERY FROM SPIRAL DIVE IN T H E C LO U DS If a spi ral is encountered in the cl o uds, proceed as follows: Retard throttle to i d l e position. 2. Stop the turn by using coordinated ail eron and rudder control to align the symbolic airpl a ne in the turn coordinator with the hori z on reference line. 3. Cautiousl y apply elevator back pressure to slowly reduce the airspeed to 80 KIAS. 4. Adjust the elevator trim control to maintai n an 80 KIAS gli d e. 5. Keep hands off the control wheel, using rudder control to hold a strai g ht heading. 6. Cl e ar engine occasi o nal l y , but avoid usi n g enough power to dis turb the trimmed gl i de. 7. Upon breaking out of clouds, resume normal cruising flight. 1. I NADV E RTENT FLIGHT INTO ICING CON DITIONS I Flight into i c i n g condi t i o ns i s prohibited and extremely dangerous. An inadvertent encounter with these condi t i o ns can best be handl ed using the checkli st procedures. The best procedure, of course, i s to turn back or change altitude to escape i c i n g conditions. During these encounters, an unexplained loss in engine speed could be caused by i c e blocking the air intake filter, or, in extremely rare instances, i c e compl etel y bl ocking the fuel injection air reference tubes. In either case, the throttle should be positioned to obtai n maximum RPM (in some i n stances, the throttl e may need to be retarded for maximum power). The mixture should then be adjusted, as required, to obtain maximum RPM. STATI C SOU RCE B LOCKED If erroneous readings of the static source instruments (airspeed, altimeter and vertical speed) are suspected, the stati c pressure lal ternate source valve should be pulled ON, thereby suppl y i n g stati c pressure to these instruments from the cabin. 3-1 8 Revis ion 4 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S When using the alternate stati c source, refer to the Alternate Stati c Source Ai rspeed Cal i bration table in Secti o n 5, Performance, for addit i o nal information. Maximum airspeed and al t imeter variati o n from normal i s 4 knots and 30 feet over the normal operati n g range with the window(s) Cl o sed. See Secti o n 5, Performance, for addi t i o nal airspeed I calibration data. I SPINS Should an inadvertent spi n occur, the followi n g 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 A FTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL B RISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. Full down el evator may be required at aft center of gravity loadings to assure optimum recoveri e s. 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. NOTE If di s ori e ntati o n precl u des a visual determination of the directi o n of rotati o n, the symbolic airpl a ne in the turn coordi n ator may be referred to for thi s informatio n. For addi t i o nal informati o n on spi n s and spi n recovery, see the discussi o n under SPINS in Normal Procedures (Secti o n 4). Revis ion 4 3-1 9 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S ROUGH E NG I N E OP E RATION O R LOSS O F POWER SPARK PLUG FOU LI N G A slight engine roughness in fli g ht may be caused by one or more spark pl u gs becoming fouled by carbon or lead deposi t s. This may be verified by turning the i g ni t i o n switch momentarily from BOTH to ei t her L or R posit ion. An obvi o us power loss in single ignit i o n operation i s evi d ence of spark plug or magneto trouble. Assuming that spark plugs are the more likel y cause, lean the mixture to the recommended lean setting for cruising fli g ht. If the problem does not clear up in several minutes, determine if a richer mixture setti n g will produce smoother operation. If not, proceed to the nearest ai rport for repairs using the BOTH posit ion of the ignit i o n switch unless extreme roughness di ctates the use of a single ignit i o n posit i o n. MAGN ETO MALF U NCTION A sudden engi n e roughness or misfiri n g i s usual l y evi d ence of magneto problems. Switching from BOTH to ei t her L or R ignit i o n switch posi t i o n will i d enti fy whi c h magneto i s mal f uncti o ning. Select different power setti n gs and enri c hen the mi xture to determine if I continued operation on BOTH magnetos i s possible. If not, swi t ch to the good magneto and proceed to the nearest airport for repairs. ENGINE-DRIVEN F U E L PUMP FAI L U R E Failure of the engine-driven fuel pump will result in an immediate loss of engine power, similar to fuel exhausti o n or starvation, but while operati n g from a fuel tank containing adequate fuel. A sudden reducti o n in indicated fuel flow wi l occur just before loss of engine power. If the engine-driven fuel pump fails, immedi ately set the auxili a ry fuel pump switch (FUEL PUMP) to the ON positio n to restore engine power. The flight should be terminated as soon as practical and the engine-driven fuel pump repaired. 3-20 Revi s i o n 4 Temporary Revision for Cessna Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Publication Affected: Model 172R (172RPHU809), 172R180 (172R180PHU803), and 1728 (1728PHU805) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. 8erial Numbers Affected: Airplanes 17280001 and On and 17288001 and On not incorporating the Nav III Avio nics Option (G1 000). Description of Change: New Idle Power Engine Roughness Information (As Required by AD 2001 06-17, Paragraph (d)(3)). Filing Instructions: Insert this temporary revision in Model 172R (172RPHU809), 172R180 (172R180PHU803), and 1728 (1728PHU805) Pilot's Operating Handbook and FAA Approved Airplane Flight Manual adjacent to page 3-20. Removal Instructions: This temporary revision must be removed and discarded when the Idle Power Engine Roughness Information has been incorporated. IDLE POWER ENGINE ROUGHNESS (As Required b y AD 2001 -06-1 7, Paragraph (d)(3» An excessively rich idle fuel flow may cause low speed engine roughness during flight. During most in-flight low engine speeds (power off stalls, approach to landing, etc.), the mixture control is normally in the full-rich position. However, to improve engine roughness (caused by an improperly adjusted fuel servo) during low engine speeds while in flight, you should rotate the vernier mixture control (leaning of fuel mixture). You may also have to lean the fuel mixture if this low engine speed results in power loss and you need to restart the engine during flight. In all cases, you should land the airpl a ne at the nearest airport for repairs if low speed engine roughness requires you to adjust the fuel mixture control to improve engine operation. (Continued Next Page) 172PHTR02 Temporary Revision for Cessna Pilofs Operating Handbook and FAA Approved Airplane Flight Manual APPROVE D BY DATE O F APPROVAL 172PHTR02 CESSNA MODEL 1 72S SECTION 3 EMERGENCY PROCEDURES EXCESSIVE F U E L VAPOR I N DI CATIONS Excessive fuel vapor is most li kel y to be generated during ground operations when operati n g at hig her al t it udes, in unusually warm temperatures or with more volati l e fuel bl e nds. Operation at or nea idle RPM (low fuel flow) for extended peri o ds wil l increase th chances of fuel vapor generati o n. (See "Leaning For Ground Operati o ns", Secti o n 4.) Indi cated fuel flow that i s not stable (sudden changes greate than 1 gal/hr) is a sign that fuel vapor may be present in the system. Fuel flow i n dications that become less stabl e (increasing changes) may lead to power surges and power loss i f not corrected. If in-flight vapor is suspected, smoother engine operation rna result from maki n g the foll owing changes (singly or together): se the auxiliary fuel pump to the ON posit i o n, lean the mixture fo smooth engine operation and sel ect another fuel tank. Increasi n g the airspeed to provid e more air flow through the cowling will aid i n cooling the engi n e and fuel system components. lOW Oil P R ESSU R E 01 If the low oil pressure annunciator (OIL PRESS) illuminates and oil temperature remains normal, the oil pressure sendi n g unit relief valve may be malfunctioning. Land at the nearest airport to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil temperature, there i s good reason to suspect an engine fai l ure is imminent. Reduce engine power immedi ately and sel ect a suitable forced landing fi e l d . Use only the minimum power required to reach the desired touchdown spot. Revis ion 4 3-21 1 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S ELECT RICAL POWE R S UPPLY SYSTE M MALFUNCTIONS Mal f uncti o ns in the el ectrical power suppl y system can be detected by peri o di c monit ori n g of the ammeter and low voltage lannunciator (VOLTS); however, the cause of these mal f uncti o ns i s usual l y diffi c ul t to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A defective alternator control unit can also cause mal f unctions. Probl e ms of this nature constit ute an el ectrical emergency and should be dealt with immediatel y . El ectrical power malfuncti o ns usually fall into two categori e s: excessive rate of charge and insufficient rate of charge. The followi n g paragraphs describe the recommended remedy for each si t uation. EXCESSIVE RATE O F CHARGE After engine starti n g and heavy el ectrical usage at l o w engine speeds (such as extended taxiing) the battery condi t i o n will be low enough to accept above normal charging during the ini t i a l part of a flight. However, after thirty minutes of cruising fl i g ht, the ammeter should be i n di c ating less than two needle widths of charging current. If the charging rate were to remai n above this value on a long flight, the battery would overheat and evaporate the electrol yte at an excessive rate. Electronic components in the ele ctrical system can be adversel y affected by hig her than normal voltage. The alternator control unit includes an overvol tage sensor which normall y will automati cal l y shut down the alternator i f the charge voltage reaches approximatel y 31 .5 volts. If the overvoltage sensor mal functio ns, as evid enced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, nonessential el ectrical equipment turned off and the flight terminated as soon as practi cal. 13-22 Revis ion 4 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 1 72S I NSU FFICI E NT RATE O F CHARGE NOTE The low voltage annunci ator (VOLTS) may come on and • ammeter di scharge i n dications may occur during l o w RPM condi t i o ns with an el ectrical l o ad on the system, such as during a low RPM taxi. Under these conditions, the annunci ator will go out at hig her RPM. I If the overvoltage sensor should shut down the alternator and trip the alternator circui t breaker (ALT FLO), or if the alternator output is. low, a discharge rate wi l l be shown on the ammeter foll owed by illumination of the low voltage annunciator (VOLTS). Since this may! be a "nui s ance" tri p out, an attempt should be made to reactivate the alternator system. To reactivate, set the avio nics master switch to the OFF posi t i o n, check that the alternator circui t breaker (AL FLO) i s in, then set both sid es of the master switch to the OF posi t i o n and then to the ON posit ion. If the problem no longer exists, normal alternator charging will resume and the low vol tag annunciator (VOLTS) will go off. The avionics master switch ma then be returned to the ON posit ion. If the annunci ator illuminates again, a malfuncti o n is confirmed .• In this event, the flight shoul d be terminated and/or the current drai n on the battery minimized because the battery can suppl y the el ectrical system for only a limited period of ti m e. Battery power must be conserved for later operation of the wing fl aps and, if the emergency occurs at night, for possible use of the l a nding lig hts duri n g l a nding. OTH E R E M E RG ENCI ES WIN DSHI E L D DAMAG E If a bird strike or other inci d ent should damage the windshield in fli g ht to the point of creati n g an opening, a si g ni f i cant loss in performance may be expected. This loss may be minimized in some cases (depending on amount of damage, al t it ude, etc.) by opening the si d e windows while the airpl a ne is maneuvered for a l a ndi n g at the nearest ai rport. If ai rpl a ne performance or other adverse conditions precl u de l a nding at an ai rport, prepare for an "off airport" landing in accordance with the Precauti o nary Landing With Engine Power or Ditching checklists. 3-23/3-241 Revis ion 4 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S N4 C E O U RES S E CTI PR Page CONTENTS TABLE 4-5 Introducti o n AIRSPEEDS Ai rspeeds For Normal Operation . . . . . . . . . . . . . . . . . . . . . . 4-5 CHECKLIST PROC E D UR ES Preflight Inspecti o n Cabin Empennage Right Wi n g, Trailing Edge Right Wing Nose Left Wing Left Wing, Leading Edge Left Wing, Trai l ing Edge Before Starting Engine Starting Engine (With Battery) Starti n g Engine (With External Power) Before Takeoff Takeoff Normal Takeoff Short Fi e l d Takeoff Enroute Climb Crui s e Descent Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revis ion 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7 4-7 4-8 4-8 4-8 4-9 4-1 0 4-1 1 4-1 1 4-1 1 4-12 4-13 4-1 4-15 4-15 4-1 6 4-1 6 4-1 6 4-1 6 4-1 6 4-1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S TABLE OF CONTENTS (Co nti nued) Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing Ai r pl a ne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page 4-1 7 4-17 4-1 7 4-1 7 4-1 7 4-17 AMPLIFIED PROCEDU R ES Preflight Inspecti o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starti n g Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended Starter Duty Cycle . . . . . . . . . . . . . . . . . . Leaning For Ground Operati o ns . . . . . . . . . . . . . . . . . . . . . . Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Warm Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Magneto Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternator Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Landing Li g hts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wi n g Flap Setti n gs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Enroute Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crui s e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leaning With an EGT Indi cator . . . . . . . . . . . . . . . . . . . . Fuel Savings Procedures for Flight Training Operati o ns Fuel Vapor Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . Stalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Spi n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed Throttl e Engine Operating (Idling) During Flight 4-2 4-18 4-1 9 4-20 4-21 4-21 4-23 4-23 4-23 4-23 4-24 4-24 4-24 4-25 4-25 4-25 4-26 4-27 4-28 4-29 4-30 4-30 4-32 Revis ion 4 I CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS (Conti nued) Landing Normal Landing Short Fi e l d Landing Crosswind Landing Balked Landing Cold Weather Operati o n Winterizati o n Kit Hot Weather Operati o n Noi s e Characteri stics And Noi s e Reducti o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3/4-4 Page 4-33 4-33 4-33 4-34 4-34 4-34 4-36 4-36 4-36 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S I N TROD UCTION Section 4 provides checkli st and ampli f i ed procedures for the conduct of normal operatio n. Normal procedures associ ated with opti o nal systems can be found in the Supplements, Secti o n 9. I AI RSP E E DS AIRSPEEDS FOR NORMA L OPERATIO N Unless otherwise noted, the following speeds are based on a maximum weight of 2550 pounds and may be used for any lesser weight. Takeoff: Normal Climb Out . . . . . . . . . . . . . . . . . . . . . . . 75-85 KIAS Short Fi e ld Takeoff, Flaps 1 0°, Speed at 50 Feet . . . . 56 KIAS Enroute Climb, Flaps Up: Normal, Sea Level . . . . . . . . . . . . . . . . . . . . . . . . 75-85 KIAS Normal, 1 0,000 Feet . . . . . . . . . . . . . . . . . . . . . . . 70-80 KIAS Best Rate-of-Climb, Sea Level . . . . . . . . . . . . . . . . . . 74 KIAS Best Rate-of-Climb, 1 0,000 Feet . . . . . . . . . . . . . . 72 KIAS Best Angle-of-Climb, Sea Level . . . . . . . . . . . . . . . 62 KIAS Best Angle-of-Climb, 1 0,000 Feet . . . . . . . . . . . . . . . 67 KIAS Landing Approach: Normal Approach, Flaps Up . . . . . . . . . . . . . . . . . 65-75 KIAS Normal Approach, Flaps 30° . . . . . . . . . . . . . . . . . 60-70 KIAS Short Field Approach, Flaps 30° . . . . . . . . . . . . . . . . 61 KIAS Balked Landing: Maximum Power, Flaps 20° . . . . . . . . . . . . . . . . . . . 60 KIAS Maximum Recommended Turbulent Air Penetrati o n Speed: 2550 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 05 KIAS 2200 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 KIAS 1 900 Lbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 KIAS Maximum Demonstrated Crosswi n d Velocity: Takeoff or Landi n g . . . . . . . . . . . . . . . . . . . . . . . 15 KNOTS . . . . . . . . . . . . May 30/00 4-5 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S NOTE I 4-6 Visually check airpl a ne for general condi t i o n during wal k­ around inspectio n. Ai r pl a ne should be parked in a normal ground atti t ude (refer to Fig ure 1 -1 ) to ensure that fuel drain valves allow for accurate sampling. Use of the refueling steps and assi st handl es will simplify access to the upper wi n g surfaces for vi s ual checks and refueling operati o ns. In col d weather, remove even small accumulati o ns of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulati o ns of ice or debri s . Pri o r to fl i g ht, check that pitot heater is warm to touch wit hin 30 seconds with battery and pitot heat switches on. If a night fl i g ht i s pl a nned, check operati o n of al l lights, and make sure a fl ashli g ht i s avail a bl e . Figure 4-1 . Preflight Inspecti o n May 30/00 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S CH ECKLIST PROCEDU R ES I NSPECTIO N G) CABI N 1 . Pitot Tube Cover -- REMOVE. Check for pitot bl ockage. 2. Pi l ot's Operating Handbook -- AVAILABLE IN THE AIRPLANE. I 3. Airpl a ne Weight and Bal ance -- CHECKED. 4. Parki n g Brake -- SET. 5. Control Wheel Lock -- REMOVE. 6. Igni t i o n Switch -- OFF. 7. Avionics Master Switch -- OFF. A, WAR N I N G WHEN TURNING ON THE MAST E R SWITCH , USING A N EXTERNAL POWER SOURCE, O R P U L LING THE PROPELLER THROU G H B Y HAND, TREAT TH E PROPELLER AS I F THE I G N ITION SWITCH WERE ON. DO N OT STAND, N O R ALLOW ANYO N E E LSE T O STAND, WITHI N THE ARC O F THE PROPELLER, SINCE A LOOSE O R B ROKEN WIRE OR A COM PONENT MALFUNCTION COU L D CAUSE THE PROPELLER TO ROTATE. 8. Master Switch -- ON. 9. Fuel Quantity Indi cators -- CHECK QUANTITY and ENSURE LOW FUEL ANNUNCIATORS (L LOW FUEL R) ARE EXTINGUISHED. 1 0. Avi o nics Master Switch -- ON. 1 1 . Avio nics Cooling Fan -- CHECK AUDIBLY FOR OPERATION. 1 2. Avionics Master Switch -- OFF. 1 3. Static Pressure Alternate Source Valve -- OFF. 1 4. Annunci ator Panel Switch -- PLACE AND HOLD IN TST POSITION and ensure all annunci ators illuminate. Revi s i o n 4 4-7 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S 1 5. Annunci ator Panel Test Switch -- RELEASE. Check that ap­ propri ate annunci ators remain on. N OT E 1 When Master Switch i s turned ON, some annunci ators wil l flash for approximatel y 10 seconds before illuminating steadily . When panel TST switch i s toggled up and hel d in position, all remaining lig hts will flash until the switch i s released. 1 6. Fuel Sel ector Val v e -- BOTH. 1 7. Fuel Shutoff Valve -- ON (Push Full In). 1 8. Flaps -- EXTEND. 1 9. Pitot Heat -- ON. (Carefully check that pitot tube i s warm to touch wit hin 30 seconds.) 20. Pitot Heat -- OFF. 21 . Master Switch -- OFF. 22. Elevator Trim -- SET for takeoff. 23. Baggage Door -- CHECK, l o ck with key. 24. Autopi l o t Stati c Source Opening (if install ed) -- CHECK for blockage. (g) E MP EN NAGE 1 . Rudder Gust Lock (i f installed) -- REMOVE. 2. Tail Tie-Down -- DISCONNECT. 3. Control Surfaces -- CHECK freedom of movement and security. 4. Trim Tab -- CHECK security. 5. Antennas -- CHECK for security of attachment and general condi t io n. G> RIGHT WING Trailing Edge 1 . Ail e ron -- CHECK freedom of movement and security. 2. Flap -- CHECK for security and condit ion. @ RIGHT WING 1 . Wing Tie-Down -- DISCONNECT. 4-8 Revi s i o n 4 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S 2. Main Wheel Tire -- CHECK for proper inflati o n and general conditi o n (weather checks, tread depth and wear, etc... ). 3. Fuel Tank Sump Quick Drain Valves -- DRAIN at l e ast a cupful of fuel (using sampler cup) from each sump l ocati o n to check for water, sediment, and proper fuel grade before each fl i g ht and after each refueling. If water is observed, take further samples until clear and then gentl y rock wings and lower tail to the ground to move any addi t i o nal contaminants to the sampling points. Take repeated sampl es from all fuell drain points until all contaminati o n has been removed. If contaminants are still present, refer to WARNING bel o w and do not fl y airpl a ne. A WAR N I N G IF, A FTER R EP EATED SAMPLING, EVIDENCE O F CONTAMINATIO N STIL L EXISTS, TH E AIR PLA N E SHO U LD NOT B E FLOWN. TANKS SHO U LD B E D RAINED A N D SYSTEM P U RG ED BY QUALIFIE D MAINTENANCE PERSONNEL. ALL EVIDENCE O F CONTAMINATIO N M UST B E R E MOVE D B E FO R E F U RTHE R FLIGHT. 4. Fuel Quantity -- CHECK VISUALLY for desired l e vel. 5. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED. @ NOSE 1 . Fuel Strainer Quick Drain Val v e (Located on bottom of fusel a ge) -- DRAIN at least a cupful of fuel (using sampl e r cup) from valve to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water i s observed, take further sampl es until clear and then gentl y rock wi n gs and lower tai l to the ground to move any addit i o nal contaminants to the sampling points. Take repeated samples from all fuel drain poi nts, including the fuel reservoir and fuel l sel ector, until al l contamination has been removed. If contaminants are still present, refer to WARNING above and do not fl y the airpl a ne. Revision 4 4-9 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1728 2. Engine Oil Di pstick/Filler Cap -- CHECK oil level, then check dipstick/filler cap SECURE. Do not operate with less t han quarts. Fill to eight quarts for extended flight. I 3. five Engine Cooling Ai r Inlets -- CLEAR of obstructions. 4 . Propeller and Spinner -- CHECK for nicks and securi t y. 5. Ai r Filter -- CHECK for restricti o ns by dust or other foreign matter. 6. Nose Wheel Strut and Tire -- CHECK for proper infl ation of strut and general condit ion (weather checks, tread depth and wear, etc... ) of tire. I 7. Left Stati c Source Opening -- CHECK for bl o ckage. @ LEFT WING 1 . Fuel Quanti ty -- CHECK VISUALLY for desired level. 2. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED. 3. Fuel Tank Sump Quick Drain Valves -- DRAIN at least a cupful of fuel (usi n g sampl e r cup) from each sump locati o n to check for water, sediment, and proper fuel grade before each flight and after each refueling. If water is observed, take further sampl es until clear and then gentl y rock wi n gs and lower tail to the ground to move any addi t i o nal contaminants to the sampling points. Take repeated samples from all fuel points until all contamination has been removed. If I drain contami n ants are still present, refer to WARNING on page 4-9 and do not fly airpl a ne. 4. Main Wheel Tire -- CHECK for proper inflati o n and general condi t i o n (weather checks, tread depth and wear, etc... ). 4-10 Revi s i o n 4 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172S (j) LEFT WING Leadi ng Edge 1 . Fuel Tank Vent Opening -- CHECK for bl ockage. 2. Stall Warning Opening -- CHECK for bl o ckage. To check theI system, place a clean handkerchief over the vent opening and apply suctio n; a sound from the warning horn will confirm system operation. 3. Wing Tie-Down -- DISCONNECT. 4. Landing/Taxi Light(s) -- CHECK for condi t i o n and cleanliness of cover. @ L E FT WING Trailing Edge 1 . Aileron-- CHECK for freedom of movement and security. 2. Flap -- CHECK for security and condition. B E FO R E STARTING ENGINE 1 . Preflight Inspecti o n -- COMPLETE. 2. Passenger Briefi n g -- COMPLETE. 3. Seats and Seat Belts -- ADJUST and LOCK. Ensure inerti a reel locking. 4. Brakes -- TEST and SET. 5. Circui t Breakers -- CHECK IN. 6. El ectrical Equipment -- OFF. I CAUTION THE AVIO NICS M ASTE R SWITCH M UST BE O F F D U RING ENGINE START TO P REVENT POSSI BLE DAMAG E TO AVIONICS. 7. Avi o nics Master Switch -- OFF. 8. Fuel Sel ector Valve -- BOTH. 9. Fuel Shutoff Valve -- ON (push full in). 1 0. Avi o nics Circui t Breakers -- CHECK IN. Revis ion 4 4-1 1 CESSNA MODEL 1728 SECTION 4 NORMAL PROCEDURES STARTING ENGINE (With Battery) I 1 . Throttle -- OPEN 1/4 INCH. 2. Mixture -- IDLE CUTOFF. 3. Propeller Area -- CLEAR. 4. Master Swi t ch -- ON. 5. Flashing Beacon -- ON. NOTE If engine is warm, omit priming procedure of steps 6, 7 and 8 bel ow. 6. Auxili a ry Fuel Pump Switch -- ON. 7. Mixture -- SET to FULL RICH (full forward) until stabl e fuel flow is indicated (usually 3 to 5 seconds), then set to IDLE CUTOFF (full aft) posi tion. 8. Auxi l i a ry Fuel Pump Switch -- OFF. 9. Ignit ion Switch -- START (release when engine starts). 1 0. Mixture -- ADVANCE smoothl y to RICH when engine starts. NOTE If engine floods (engine has been primed too much), turn off auxiliary fuel pump, place mi xture to idle cutoff, open throttle 1/2 to full, and motor (crank) engine. When engine starts, set mixture to full rich and close throttle promptly. 1 1 . Oil Pressure -- CHECK. 1 2. Navi g ati o n Li g hts -- ON as required. 1 3. Avioni cs Master Switch -- ON. 1 4. Radios -- ON. 1 5. Flaps -- RETRACT. 4-1 2 Revi s i o n 4 Tem po rary Revision for Cessna Pilot's Operating Handbook and FAA Approved Airplane Flight Manual Publication Affected : Model 1 72R, 1 72R 1 80, and 1 72S Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Serial Numbers Affected : Airplanes SB04-24-01 . Description o f Change: New Sta rting Engine P rocedure. Filing Instructions: Insert this tempora ry revision in Model 1 72R, 1 72R 1 80, and 1 72S Pilot's Operating Handbook and FAA Approved Airplane Flight Manual adjacent to page 4- 1 2. Removal Instructions: This tempo ra ry revision must be when discarded and removed SB04-24-01 has been incorporated . not incorporating STARTI N G E N G I N E 1. 2. 3. 4. Throttle -- OPEN 1 /4 INC H . Mixture -- I D L E CUTOF F. P ropeller Area -- CLEAR. BAT Side Master Switch -- O N . A LT Side Master Switch - - CH ECK OFF. 6. Flashing Beacon -- ON. 5. N OTE 9 If engine is wa rm , o mit priming procedure of steps 7, 8 , and below. 7. Auxilia ry Fuel Pum p Switch -- O N . 8. Mixture - - S ET t o FULL RICH (full forwa rd) until stable fuel flow is indicated (usually 3 to seconds) , then set to IDLE CUTO FF (full aft) position. Auxiliary Fuel Pump Switch -- OFF. 1 0. Ignition Switch -- START ( release when engine sta rts) . 1 1 . Mixture -- ADVANCE smoothly to RICH when engine starts. 9. 5 (Continued Next Page) 1 72PHTR01 Temporary Revi s i o n for Cessna Pilot's Operating Handbook and FAA Approved Airplane Fli g ht Manual STARTI N G E N G I N E (Conti n ued) NOTE 12. 1 3. 14. 1 5. 1 6. 17. 1 8. 19. If engi n e fl oods (engi n e has been primed too much), veri fy auxili a rythrottl fuele pump off,full, setandmimotor xture to(crank) idle cutoff, open 1/2 to engine. n e starts, and closeWhen throttlengi e promptl y. set mixture to full rich Oil Pressure -- CHECK. BAT Si d e Master Switch -- OFF (leave off at least 2 seconds). Both BAT and ALT Si d es of Master Switch -- ON. ALT FLO Circuit Breaker -- CHECK IN. Navigati o n Li g hts -- ON as required. Avi o nics Master Switch -- ON. Radios -- ON. Flaps -- RETRACT. APP '� UNDER 14 CFP. PMIT 11 SUBPART J c.ne Akuaft Cc Delegation Option AuIhonzatioo ('l(),tl·23iI594-CE ��� f), ..' t'iJ� DATE OF APPROVAL 172PHTR01 QZ - lb �04. SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S E N GI N E (With External Power) 1 . Throttle -- OPEN 114 INCH. 2. Mixture -- IDLE CUTOFF. 3. Propell e r Area -- CLEAR. 4. Master Switch -- OFF. 5. External Power -- CONNECT to airpl a ne receptacle. 6. Master Switch -- ON. 7. Fl ashing Beacon -- ON. I NOTE If engi n e i s warm, omi t priming procedure of steps 8, 9 and 1 0 bel ow. 8. Auxiliary Fuel Pump Switch -- ON. 9. Mixture -- SET to FULL RICH (full forward) until stable fuel flow i s indicated (usually 3 to 5 seconds), then set to IDLE CUTOFF (full aft) posi tion. 1 0. Auxiliary Fuel Pump Switch -- OFF. 1 1 . Ignit ion Switch -- START (release when engi n e starts). 1 2. Mixture -- ADVANCE smoothl y to RICH when engine starts. NOTE If engine floods (engine has been primed to much), turn off auxi l iary fuel pump, set mixture in idle cutoff, open throttle 1/2 to full, and motor (crank) engine. When engine starts, set mixture to full rich and close throttle promptly. 1 3. Oil Pressure -- CHECK. 1 4. External Power -- DISCONNECT from airpl a ne receptacle. Secure external power door. 1 5. El ectrical System -- CHECK FOR PROPER OPERATION. a. Master Switch -- OFF (disconnects both the battery and alternator from the system). Revi s i o n 4 4-1 3 1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 728 b. Taxi and Landing Li g ht Switches -- ON. (to provide an init i a l electrical load on the system). c. Engine RPM -- REDUCE to idle. (Minimum alternator output occurs at idle.) d. Master Switch -- ON (with taxi and landing lights switched on). (The ammeter should i n dicate in the negative direction, showi n g that the alternator output is bel o w the load requirements, but the battery is suppl y i n g current to the system.) e. Engine RPM -- INCREASE to approximatel y 1 500 RPM (as engine RPM increases, alternator output should increase to meet the system l o ad requirements). f. Ammeter and Low Voltage Annunciator -- CHECK (the ammeter should i n dicate in the positive direction, showi n g that the alternator i s suppl y i n g current and the Low Voltage Annunciator (VOLTS) should not be lig hted). NOTE If the i n dicati o ns, as noted in Step "d" and Step "f", are not observed, the electrical system is not functioning properl y . Corrective maintenance must be performed to provi d e for proper electrical system operati o n before fl i g ht. 1 6. Navi g ati o n Li g hts -- ON as required. 1 7. Avi o nics Master Switch -- ON. 1 8. Radi o s -- ON. 1 9. Flaps -- RETRACT. 14-14 Revis ion 4 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES B EFOR E TAKEOFF Parking Brake -- SET. Passenger Seat Backs -- MOST UPRIGHT POSITION. Seats and Seat Bel ts -- CHECK SECURE. Cabi n Doors -- CLOSED and LOCKED. Flight Controls -- FREE and CORRECT. Flight Instruments -- CHECK and SET. Fuel Quantity -- CHECK. Mixture -- RICH. Fuel Selector Valve -- RECHECK BOTH. Throttle -- 1 800 RPM. a. Magnetos -- CHECK (RPM drop should not exceed 1 50I RPM on ei t her magneto or 50 RPM differential between magnetos). b. Vacuum Gage -- CHECK. I c. Engine Instruments and Ammeter -- CHECK. 1 1 . Annunciator Panel -- Ensure no annunci ators are illuminated. 1 2 . Throttle -- CHECK IDLE. 1 3 . Throttl e -- 1 000 RPM or LESS. 1 4 . Throttle Fri cti o n Lock -- ADJUST. 1 5 . Strobe Lights -- AS DESIRED. 1 6 . Radi o s and Avi o nics -- SET. 1 7. NAV/GPS Swi t ch (i f installed) -- SET. 1 8. Autopilot (i f installed) -- OFF. 1 9 . Manual Electri c Trim (i f install e d) -- CHECK. 20. Elevator Trim -- SET for takeoff. 2 1 . Wing Fl a ps -- SET for takeoff ( 0°- 1 0° ) . 22. Brakes -- RELEASE. 1. 2. 3. 4. 5. 6. 7. 8. 9. 1 0. TAKEOFF NORMAL TAKEOFF Wing Flaps -- 0°- 1 0°. Throttle -- FULL OPEN. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). 4. Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS). 5. Climb Speed - - 70-80 KI AS. 6. Wi n g Flaps -- RETRACT. I 1. 2. 3. Revis ion 4 4- 1 5 1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S SHORT FI ELD TAKEOFF Wing Fl aps -- 1 0°. Brakes -- APPLY. Throttle -- FULL OPEN. Mixture -- RICH (above 3000 feet, LEAN to obtai n maximum RPM). 5. Brakes -- RELEASE. 6 . Elevator Control -- SLIGHTLY TAIL LOW. 7. Climb Speed -- 56 KI A S (until al l obstacl e s are cl e ared). 8. Wi n g Flaps -- RETRACT sl o wl y after reaching 60 KIAS. 1. 2. 3. 4. I CLI M B 1. 2. 3. Airspeed - - 70-85 KIAS. Throttle -- FULL OPEN. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum RPM). C R UISE Power -- 2 1 00-2700 RPM (No more than recommended) . 2. Elevator Trim -- ADJUST. 3 . Mi xture -- LEAN. 1. 75% is Power -- AS DESIRED. Mi xture -- ADJUST for smooth operati o n (full rich for i d l e power). 3. Al t imeter -- SET. 4. NAV/GPS Swi t ch -- SET. 5. Fuel Sel e ctor Val v e -- BOTH. 6 . Wi n g Fl a ps -- AS DESIRED ( 0° - 1 0° bel o w 1 1 0 KIAS, 1 0° 30° below 85 KI A S). 1. 2. I LAN DI NG Pilot and Passenger Seat Backs -- MOST UPRIGHT POSITION. 2. Seats and Seat Bel t s -- SECURED and LOCKED. 3 . Fuel Sel e ctor Val v e -- BOTH. 4. Mi xture -- RICH. 5. LandinglTaxi Li g hts -- ON. 6 . Autopil o t (if installed) -- OFF. 1. 1 4-1 6 Revis ion 4 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES LAN DING NORMAL LAN DING Airspeed -- 65-75 KIAS (flaps UP). Wing Flaps -- AS DESIRED (0°- 1 0° below 1 1 0 KIAS, 1 0°-30° below 85 KIAS). 3 . Airspeed -- 60-70 KIAS (flaps DOWN). 4. Touchdown -- MAIN WHEELS FIRST. 5. Landing Roll -- LOWER NOSE WHEEL GENTLY. 6. Braking -- MINIMUM REQUIRED. 1. 2. SHORT FIELD LAN D I NG 1. 2. 3. 4. 5. 6. 7. Airspeed -- 65-75 KIAS (flaps UP). Wi n g Flaps -- FULL DOWN (30°) . Ai rspeed -- 6 1 KIAS (unti l flare). Power -- REDUCE to idle after cleari n g obstacle. Touchdown -- MAIN WHEELS FIRST. Brakes -- APPLY HEAVILY. Wi n g Flaps -- RETRACT. BALKED LANDING 1. 2. 3. 4. Throttle -- FULL OPEN. Wing Flaps -- RETRACT TO 20°. Climb Speed -- 60 KIA S. Wing Flaps -- 1 0° (until obstacles are cleared). RETRACT (after reaching a safe altitude and 65 KIAS). LANDING 1. Wing Flaps -- UP. SEC U RING AI RPLANE 1. 2. 3. 4. 5. 6. 7. 8. Parki n g Brake -- SET. Electrical Equi p ment, Autopilot (i f installed) -- OFF. Avionics Master Switch -- OFF. Mixture -- IDLE CUTOFF (pulled full out). Ignit i o n Switch -- OFF. Master Switch -- OFF. Control Lock -- INSTALL. Fuel Selector Valve -- LEFT or RIGHT to prevent cross feeding. Revis ion 4 4- 1 7 1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S AMPL I FI E D PROC ED U R ES PREFLIGHT INSPECTION The Preflight Inspecti o n, descri b ed in Fi g ure 4- 1 and adjacent checklist, is required prior to each flight. If the ai r pl a ne has been in extended storage, has had recent major maintenance, or has been operated from marginal airports, a more extensive exteri o r inspecti o n is recommended. After major maintenance has been performed, the flight and trim tab control s should be double checked for free and correct movement and security. The security of all inspection pl ates on the airpl a ne shoul d be checked foll owing peri o di c inspections. If the airpl a ne has been waxed or pol i s hed, check the external static pressure source hole for stoppage. If the airpl ane has been exposed to much ground handling in a crowded hangar, it should be checked for dents and scratches on I wings, fuselage, and tail surfaces, damage to navi g ation and anti ­ colli s ion lights, damage to nose wheel as a result of exceeding tow limits, and avioni cs antennas. Outsi d e storage for l o ng periods may result in dust and dirt accumulati o n on the induction air filter, obstructi o ns in airspeed system lines, water contaminants in fuel tanks and insect/bird/rodent nests in any opening. If any water i s detected in the fuel system, the fuel tank sump quick drain valves, fuel reservoir quic k drai n valve, and fuel strai n er quick drain valve should all be thoroughly drai n ed again. Then, the wings should be gentl y rocked and the tail lowered to the ground to move any further contaminants to the sampling points. Repeated sampl es should then be taken at all qui c k drai n points until all contamination has been removed. If, after repeated sampling, evid ence of contaminatio n still exists, the fuel tanks should be completely drai n ed and the fuel system cl e aned. Addi t i o nal l y , if the airplane has been stored outsid e in windy or gusty areas, or tied down adjacent to taxiing airpl anes, speci a l attention should be paid to control surface stops, hinges, and brackets to detect the presence of potenti al wind damage. 4-1 8 May 30/00 I SECTION 4 CESSNA NORMAL PROCEDURES MODEL 1 72S If the airpl a ne has been operated from muddy fi e l d s or in snow or slush, check the main and nose gear wheel fairi n gs for obstructi o ns and cl e anliness. Operati o n from a gravel or cinder fi e l d will require extra attention to propeller tips and abrasion on leading edges of the hori z ontal tail. Stone damage to the propeller can seri o usl y reduce the fatig ue life of the blades. Airpl a nes that are operated from rough fi e l d s, especially at hig h altitudes, are subjected to abnormal landing gear abuse. Frequentl y check all components of the landing gear, shock strut, tires, and brakes. If the shock strut is insuffi c i e ntl y extended, undue l a ndi n g and taxi loads will be subjected on the airpl a ne structure. To prevent loss of fuel in flight, make sure the fuel tank filler caps are ti g htl y sealed after any fuel system check or servi c i n g. Fuel system vents should also be i n spected for obstructions, ice or water, especi a l y after exposure to cold, wet weather. STA RTING ENGINE In coole r weather, the engine compartment temperature drops off rapi d l y follo wi n g engine shutdown and the injector nozzle li nes remain nearly full of fuel. However, in warmer weather, engine compartment temperatures may increase rapid ly follo wi n g engine shutdown, and fuel in the lines wi l l vaporize and escape into the intake mani fold. Hot weather starti n g procedures depend consi d erably on how soon the next engine start i s attempted. Within the first 20 to 30 minutes after shutdown, the fuel manifold i s adequatel y primed and the empty injector nozzle lines will fill before the engine die s. However, after approximately 30 minutes, the vaporized fuel in the manifold wi l l have nearly dissipated and some slight "priming" could be required to refill the nozzl e lines and keep the engine running after the ini t i a l start. Starting a hot engi n e is facil itated by advanci n g the mixture control promptl y to 1 /3 open when the engine starts, and then. smoothly to full rich as power devel o ps. Revis ion 4 4-1 9 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES Should the engine tend to die after starting, turn on the auxiliary fuel pump temporaril y and adjust the throttle and/or mixture as necessary to keep the engine running. In the event of over priming or fl o oding, turn off the auxiliary fuel pump, open the throttle from 1/2 to full open, and continue cranki n g with the mixture full lean. IWhen the engine starts, smoothly advance the mixture control to full rich and retard the throttle to desired idle speed. If the engine is under primed (most likely in cold weather wi t h a Icold engine) it will not start at all, and addi t i o nal priming will be necessary. After starti n g, i f the oil pressure gage does not begin to show I pressure wi t hin 30 seconds in the summer time and approximately one minute in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage. NOTE Addi t i o nal detail s concerning col d weather starti ng and operation may be found under COLD WEATHER OPERATION paragraphs in this secti o n. for 1 0 seconds followed by a 20 second cool IdownCrankperitheod. starter This cycl e can be repeated two additi o nal times, R ECOMMENDED STARTE R D UTY CYCLE followed by a ten minute cool down period before resuming cranki n g. After cool down, crank the starter again, three cycl es of 1 0 seconds foll owed by 20 seconds of cool down. If the engine still fail s to start, an investi g ati o n to determine the cause should be in i t i ated. 14-20 Revis ion 4 i SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S L EANING FOR G RO UN D OPE RATIONS 1. For all ground operatio ns, after starting the engine and when the engi n e is running smoothly : a. set the throttle to 1 200 RPM. b. lean the mixture for maximum RPM. c. set the throttle to an RPM appropri ate for groun operati o ns (800 to 1 000 RPM recommended). NOTE If ground operation will be required after the BEFORE TAKEOFF checklist i s completed, lean the mixture agai n (as descri bed above) until ready for the TAKEOFF checklist. TAXIING When taxiing, i t is important that speed and use of brakes be held to a minimum and that all controls be uti l ized (Refer to Fig ure 4-2 , Taxiing Diagram) to maintai n directional control and balance. Taxiing over loose gravel or ci n ders should be done at low engine speed to avoi d abrasion and stone damage to the propeller tips. Revis ion 4 4-2 1 1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172S CODE WIN D D I RECTION Strong quartering tail winds require cauti o n. Avoid sudden bursts of the throttle and sharp braking when the ai rpl a ne i s in this si t uati o n. Use the steerable nose wheel and rudder to maintai n directi o n. Figure 4-2. Taxiing Di agram NOTE 0585X1020 14-22 Revis ion 4 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S BEFORE TAKEOFF WAR M U P If the engi n e i d les (approximatley 600 RPM) and accelerates smoothly, the airplane i s ready for takeoff. Since the engine is closely cowled for effi c i e nt in-flight engine cooling, precauti o ns should be taken to avoid overheating duri n g prolonged engine operati o n on the ground. Als o, long peri ods of idling may cause fouled spark plugs. MAGN ETO C H EC K The magneto check should be made at 1 800 RPM as follo ws. Move igni t i o n switch first to R posi t i o n and note RPM. Next move switch back to BOTH to clear the other set of plugs. Then move switch to the L posi tion, note RPM and return the switch to the BOTH positio n. RPM drop should not exceed 1 50 RPM on ei t her magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning operati o n of the ignit i o n system, RPM checks at hi g her engi n e speeds will usually confirm whether a defi ciency exists. An absence of RPM drop may be an i n dicati o n of faulty grounding of one si d e of the igni t i o n system or should be cause for suspi c i o n that the magneto timing is set in advance of the setti n g specified. CHECK Prior to flights where verificati o n of proper alternator and alternator control unit operati o n is essential (such as nig ht or instrument flights), a positive verificati o n can be made by loading the electri cal system momentarily (3 to 5 seconds) with the landing light or by operati n g the wi n g flaps during the engine runup ( 1 800 RPM). The ammeter will remai n wit hin a needle width of its initial reading i f the alternator and alternator control unit are operati n g properly. Revi s i o n 4 4-23 1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S LAN DING LIGHTS If landing lig hts are to be used to enhance the vis ibility of the airpl a ne in the traffi c pattern or enroute, i t i s recommended that only the taxi lig ht be used. This wi l l extend the service life of the l a nding light appreci a bl y . TAKEOFF POWER CHECK It is important to check full throttle engine operati o n early in the takeoff roll. Any sign of rough engine operati o n or sluggish engine acceleratio n is good cause for discontinuing the takeoff. If this occurs, you are justi f i ed in making a thorough full throttle stati c runup before another takeoff i s attempted. The engi n e should run smoothl y and turn approximatel y 2300 - 2400 RPM with mixture leaned to provide maximum RPM. Full throttle run ups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is very important that the throttl e be advanced slowly. This allows the airpl a ne to start rolling before hig h RPM is devel o ped, and the gravel will be bl own back of the propeller rather than pulled into i t . When unavoidable small dents appear in the propeller blades, they should be immediately corrected as described in Secti o n 8 under Propell e r Care. Pri o r to lakeoff from fi e lds above 3000 feet elevati o n, the mixture should be "l e aned to give maximum RPM in a full throttle, stati c runup. After full throttle is appli e d, adjust the throttl e fricti o n lock cl ockwise to prevent the throttl e from creeping back from a maximum power posi ti o n. Simil ar fricti o n lock adjustments should be made as required in other flight condi t i o ns to maintain a fixed throttl e setting. Revi s ion 4 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES WING F LAP SETTINGS Normal takeoffs are accomplished with wi n g fl aps 0°-1 0°. Using 1 0° wing fl aps reduces the ground roll and total distance over an obstacl e by approximately 1 0 percent. Flap deflections g reaterl than 10° are not approved for takeoff. If 1 0° wing fl a ps are used for takeoff, they should be left down until all obstacles are cl e ared and a safe flap retracti o n speed of 60 KIAS is reached. On a short field , 1 0° wing flaps and an obstacle cl e arance speed of 56 KIAS should be used. Soft or rough fi e ld takeoffs are performed with 1 0° fl aps by lifting the airpl a ne off the ground as soon as practi cal in a slightl y tai l low atti t ude. If no obstacles are ahead, the airpl a ne shoul d be leveled off immediately to accelerate to a higher climb speed. When departing a soft fi e l d wi t h an aft C.G. l o ading, the elevator trim should be adjusted towards the nose down directi o n to give comfortable control wheel forces during the init i a l cli mb. C ROSSWIN D TAKEOFF Takeoffs into strong crosswind condi tions normal l y are performed with the minimum fl ap setting necessary for the fi e l d length, to minimiz e the drift angl e immediatel y after takeoff. With the ailerons partially deflected into the wi n d, the airpl a ne i s accelerated to a speed slightly hig her than normal, then pulled off briskl y to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wi n d to correct for drift. ENROUTE CLIMB Normal enroute climbs are performed with flaps up and fU1l1 and at speeds 5 to 1 0 knots hig her than best rate-of-climb speeds for the best combinati o n of performance, vi s ibility and engine cooling. The mixture should be ful l rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM. For maximum rate of climb, use the best rate-of-climb speeds showi n g in the Rate of Climb chart in Secti o n 5 . If an obstructi o n di ctates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and maximum power. Climbs at speeds lower than the best rate-of-climb speed should be of short duration to improve engine cooling. throttle Revision 4 4-25 1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S C RUISE I Normal crui s e is performed between 45% and 75% power. The engi n e RPM and corresponding fuel consumption for vari o us altitudes can be determined by using the data in Secti o n 5. NOTE Crui s ing should be done at 75%) power as much as practicable until a total of 50 hours has accumulated or oil consumption has stabi l ized. Operation at this higher power will ensure proper seating of the rings and i s applicable to new engines, and engines in service follo wi n g cylinder repl acement or top overhaul of one or more cylinders. The Cruise Performance charts in Secti o n 5 provi d e the pil o t with detail e d informati o n concerning the crui s e performance of the Model 1 72S in still ai r . Power and altit ude, as well as winds al oft, have a strong influence on the time and fuel needed to complete any fl i g ht. The Crui s e Performance Table, Fi g ure 4-3, illustrates the true airspeed and nauti cal mil e s per gallon duri n g crui se for vari o us al t i t udes and percent powers, and is based on standard condi t i o ns and zero wind. Thi s table should be used as a guid e, al o ng with the available winds al oft informati o n, to determine the most favorable altitude and power setti n g for a giv en tri p . The sel ecti o n of crui s e al t i t ude on the basi s of the most favorable wind condi t i o ns and the use of l o w power setti n gs are significant factors that should be consi d ered on every trip to reduce fuel consumpti o n. In addi t i o n to power settings, proper leaning techniques also contribute to greater range and are fi g ured into crui s e performance tables. To achieve the recommended lean mixture fuel consumptio n fi g ures shown in Secti o n 5, the mixture should be leaned using the I exhaust gas temperature (EGT) i n dicator as noted. I NOTE I At lower power it may be necessary to ri c hen the mixture slightl y to obtain smooth operation. 14-26 Revis ion 4 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S 750/0 POWER 65% POWER 55% POWER KTAS NMPG KTAS NMPG KTAS NMPG 1 2.8 Sea Level 1 14 1 1 .2 1 08 1 2.0 1 01 4000 feet 1 1 9 1 1 .7 1 12 1 2.4 1 04 1 3.2 8000 feet 1 24 1 2.2 1 1 7 1 2.9 1 07 1 3.6 Figure 4-3. CrUise Performance Table ALTITU D E L EANING WITH A N EGT I N DI CATOR � At or below 75% power in level crui s e fl i ght, the exhaust ga temperature (EGT)orindicator fuel-air micharts xture foin best performance economy.is used The toCruilean se the Performance Secti o n 5 are based on the EGT to adjust the mixture to R ecommended Lean per FIgure 4-4 MIXT U R E D ESCR I PTION EXHAUST GAS TEMPERATU R E 50° Ri c h of Peak EGT RECOMMENDED LEAN (Pilot's Operati n g Handbook ) Peak EGT BEST ECONOMY Figure 4-4. EGT Table Use the mixture control vernier adjustment (rotate the knob CCW to lean the mixture) to slowly lean, from full rich or maximum RPM mixture, while moni toring the EGT indi cator. As the EGT indicati o n begins to increase, continue to slowly lean the mixture until an EGT indication decrease i s just detectable. Reverse the adjustment slowly in the ri c h directi o n until an EGT i n di cation decrease i s agai n just detectable, then set the EGT index pointer to match the peak xture may be leaned slig htl y to returnLeanto peak indi EGTcatioro n. mayThebemifurther richened to Recommended mixture as desired. Continuous operation at m ixtu re setti ngs lean of peak EGT is prohibited. Any change in al t i t ude or throttl e posi t i o n will require that peak EGT be redetermined and the desired mixture be reset. Under some condi t i o ns, engine roughness may occur at peak EGT. In thi s case, operate at Recommended Lean mixture. As noted in Fi g ure 4-4, operati o n at peak EGT provides the best fuel economy. Operati o n at peak EGT results in approximatel y 4% greater range and approximatel y a 3 knot decrease in airspeed from the figures shown in the Performance secti o n of this handbook. Recommended Lean mixture provid es best level crui s e performance (generally close to "best power" or maximum RPM). Revi s i o n 4 4-271 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES NOTE The EGT indicator requires several seconds to respond to mixture adjustments and changes in exhaust gas temperature. More rapid changes in EGT indication are nei t her necessary nor desi rable. Determining peak EGT and setting the desi red mixture should take approximatel y one mi n ute when the adjustments are made suffic i e ntl y slowl y and accu ratel y . FU E L SAVINGS OPERATIONS P ROCE D U R ES FOR FLIGHT TRAI NING . For best fuel economy during flight training operations, the follo wi n g procedures are recommended. 1 . After engine start and for all ground operati o ns, set the throttle to 1 200 RPM and lean the mixture for maximum RPM. Leave the mixture at this setting until beginning the BEFORE TAKEOFF checkli st. After the BEFORE TAKEOFF checkl i s t is complete re-Iean the mixture as described above until ready for the TAKEOFF checkli s t. I 2. Lean the mixture for maximum RPM during full throttle climbs above 3000 feet. The mixture may remain leaned (maximum RPM at full throttl e ) for practi c i n g maneuvers such as stalls and sl ow flight. 3. Lean the mi xture for maximum RPM duri n g all operati o ns at any altit ude, including those bel ow 3000 feet, when using 75% or less power. NOTE I • I • 14-28 When crui s i n g or maneuveri n g at 80% or less power, the mixture may be further leaned until the EGT indicator needle peaks and i s then enrichened 50°F. This i s especi a l y applicabl e to cross-country training flights, but should be practiced during transit i o n flight to and from the practice area as well. Using the above recommended procedures can provi d e fuel savi n gs in excess of 50/0 when compared to typical training operati o ns at full rich mixture. In addit i o n, the above procedures will minimize spark plug fouling si nce the reduction in fuel consumption results in a proporti o nal reducti o n in tetraethyl lead passi n g through the engine. Revi s i o n 4 I SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S F U EL VAPOR PROC E D UR ES The engine fuel system can become susceptible to fuel vapor formation on the ground during warm weather. Thi s wi" generally occur when the outside ambient air temperature is above 80° F. • The sit uatio n is further aggravated by the fact that the engine fuel flows are lower at idle and taxi engine speeds. When vapor occurs as evid enced by idle engine speed and fuel flow fluctuati o ns, the following procedures are recommended. 1 . Wi t h the mixture full ri c h, set the throttle at 1 800 RPM to 2000 RPM. Maintain thi s power setting for 1 to 2 minutes or until smooth engine operati o n returns. 2. Retard the throttl e to idle to veri fy normal engine operation. 3 . Advance the throttle to 1 200 RPM and l e an the mi x ture as described under FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING OPERATIONS. 4. Just prior to TAKEOFF, apply full throttle, for approximatel y 1 0 seconds to verify smooth engine operation for takeoff. NOTE When the engine is operated above 1 800 RPM, the resul t i n g increased fuel flow also makes for lower fuel temperatures throughout the engi n e fuel system. This increased flow purges the fuel vapor and the cooler fuel minimizes vapor formation. In addit i o n to the above procedures, the secti o ns bel ow should be reviewed and where appl i cabl e , adhered to: Sectio n 2 -- Take note of the placard on "When Switchin From Dry Tank". Section 3 -- Take note of the excessi v e fuel vapor procedure in both the checklist and the ampl i f i e d procedure secti o ns. Secti o n 4 -- Take note of the hot weather operati o nal notes an procedures in both the checkl i st and the ampl i f i e procedures secti o ns. Sectio n 7 -- Take note of the al t i t ude operati o nal procedure and the sectio n on auxi l iary fuel pump operati o n. Revis ion 4 4-29 1 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 1 72S STALLS The stall characteristi cs are conventi o nal and aural warning i s provi d ed by a stall warning horn whi c h sounds between 5 and 1 0 knots above the stall in all configuratio ns. Power off stall speeds at maximum weight for both forward and aft C.G. positions are presented in Secti o n 5. SPINS Intentional spi n s are approved when the airpl a ne i s operated in the utility category. Spi n s wi t h baggage loadi n gs or occupi ed rear seat (s) are not approved. However, before attempti n g to perform spi n s several items should be carefully consi d ered to assure a safe fli g ht. No spi n s should be attempted without first havi n g received dual instructi o n both in spin entries and spi n recoveries from a qualified instructor who is familiar with the spi n characteri stics of the Cessna 1 72S. The cabin should be clean and all loose equipment ( including the microphone and rear seat bel ts) should be stowed or secured. For a sol o flight in whi c h spi n s will be conducted, the copilot's seat bel t and shoul d er harness should also be secured. Care should be taken to ensure that the pi l o t can easily reach the flight control s and produce maximum control travels. It i s recommended that, where feasible, entries be accomplished at hi g h enough altitude that recoveries are compl eted 4000 feet or more above ground level. At least 1 000 feet of altitude loss should be al l owed for a 1 -turn spi n and recovery, while a 6-turn spi n and recovery may require somewhat more than twice that amount. For : example, the recommended entry altitude for a 6-turn spi n would be 6000 feet above ground l evel. In any case, entries should be pl a nned so that recoveries are compl eted well above the minimum 1 500 feet above ground level required by FAR 91 .303. Another reason for using hi g h altitudes for practi c i n g spi n s i s that a greater fi e l d of view is provided which will assist in maintaining pilot orientati o n. I 1 4-30 Revis ion 4 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES The normal entry is made from a power off stall. As the stall is approached, the el evator control should be smoothly pulled to the full aft posit ion. Just prior to reaching the stall "break", rudder control i n the desired directi o n of the spi n rotati o n should be applied so that full rudder deflecti o n i s reached almost simultaneously with reaching full aft el evator. A slightl y greater rate of decel e ration than for normal stall entries, appl i cation of ailerons in the directi o n of the desired spin, and the use of power at the entry will assure more consi stent and posi t ive entries to the spin. As the airpl a ne begins to spin, reduce the power to i d l e and return the ailerons to neutral. Both el evator and rudder controls should be hel d full with the spi n until the spi n recovery i s init i ated. An inadvertent relaxation of eit her of these controls could result in the devel o pment of a nose down spiral. For the purpose of training in spins and spin recoveri e s, a 1 or 2 turn spin is adequate and should be used. Up to 2 turns, the spi n will progress to a fairl y rapi d rate of rotati o n and a steep atti t ude. Appli c ati o n of recovery controls will produce prompt recoveries (wi t hin 1/4 turn ) . During extended spi n s of two to three turns or more, the spin will tend to change into a spiral, particul a rl y to the ri g ht. Thi s will be accompani ed by an increase in airspeed and gravity l o ads on the airplane. If this occurs, recovery should be accomplished promptl y but smoothly by leveling the wi n gs and recovering from the result i n g dive. Regardl ess of how many turns the spin is held or how it i s entered, the followi n g recovery technique should be used: 1 . VERIFY THAT THROTTLE IS IN IDLE POSITION AND AILERONS ARE NEUTRAL. 2. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION. 3. JUST A FTER THE RUDDER REACHES THE STOP, MOVE THE CONTROL WHEEL B RISKLY FORWARD FAR ENOUGH TO BREAK THE STALL. 4. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS. 5. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE. Revision 4 4-31 1 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES NOTE If dis orientation precludes a visual determinati o n of the direction of rotation, the symboli c airpl a ne in the turn coordinator may be referred to for this informati o n. Variati o ns in basi c airpl a ne rigging or in wei g ht and bal ance due to installed equipment or rig ht seat occupancy can cause differences in behavi o r, particularly in extended spi n s. These differences are normal and will result in variati o ns in the spi n characteristics and i n the spiraling tendenci e s for spi n s of more than 2 turns. However, the recovery technique should always be used and will result in the most expedi t i o us recovery from any spin. Intenti o nal spi n s wi t h flaps extended are prohibited, since the hi g h speeds which may occur duri n g recovery are potenti a l y damaging to the flap/wi n g structure. NORMAL lANDING Normal landing approaches can be made with power on or power off with any fl ap setti n g desi red. Surface winds and air turbulence are usually the primary factors in determining the most comfortabl e approach speeds. Steep slips should be avoi d ed wi t h fl a p setti n gs greater than 20° due to a sl i g ht tendency for the elevator to oscillate under certain combinati o ns of ai rspeed, si d eslip angle, and center of gravity l o adings. Actual touchdown should be made wi t h power off and on the main wheel s first to reduce the landi n g speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has dimini s hed to avoid unnecessary nose gear loads. Thi s procedure is especiall y important in rough or soft fi e l d l a ndi n gs. 14-32 Revi s i o n 4 i CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES SHORT FIELD LANDING For a short field landing in smooth air condi t i o ns, make an approach at 61 KIAS wi t h 300 flaps using enough power to control the glid e path. (Sl i g htl y hi g her approach speeds should be used under turbulent air condi tions.) After all approach obstacl e s are cl eared, progressively reduce power and maintai n the approach speed by lowering the nose of the airpl ane. Touchdown should be made with power off and on the mai n wheel s fi rst. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effectiveness, retract the fl aps, hold the control wheel full back, and apply maximum brake pressure wi t hout slid ing the tires. CROSSWIND LAN DING When l a nding in a strong crosswi n d, use the mInimum fl ap setting requi red for the fi e l d length. If flap settings greater than 200 are used in si d eslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds. However, this does not affect control of the airpl a ne. Although the crab or combinati o n method of drift correction may be used, the wing low method gives the best control. After touchdown, hold a strai g ht course wi t h the steerable nose wheel and occasional braking if necessary. The maximum allowable crosswi n d vel ocity i s dependent upon pil o t capability as well as airpl a ne limitati o ns. Operation in direct crosswi nds of 1 5 knots has been demonstrated. BALKED LAN DING In a bal ked landing (go-around) climb, reduce the flap setting to immedi atel y after full power i s appl i ed. If obstacles must be cleared duri n g the go-around cl i mb, reduce the wing fl ap setting to 1 00 and maintai n a safe airspeed until the obstacl e s are cl e ared. Above 3000 feet, lean the mixture to obtain maximum RPM. After cl earing any obstacl e s, the fl aps may be retracted as the airpl a ne accelerates to the normal flaps up climb speed. 200 Revi sion 4 4-33 1 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES I Special consi d erati o n should be giv en to the operati o n of the airpl a ne fuel system duri n g the wi nter season or pri o r to any flight in cold temperatures. Proper preflight draining of the fuel system is especi a l y important and will elimi n ate any free water accumulati o n. The use of addi t ives such as i s opropyl al cohol or di ethyl e ne glycol mono methyl ether may also be desirable. Refer to Secti o n 8 for information on the proper use of addit ives. Col d weather often causes condi tions whi c h require special care duri n g airpl a ne operati o ns. Even small accumulati o ns of frost, i ce, or snow must be removed, parti cularly from wing, tail and all control surfaces to assure satisfactory fli g ht performance and handling. Also, control surfaces must be free of any internal accumulati o ns of ice or snow. If snow or sl u sh covers the takeoff surface, allowance must be made for takeoff di stances which will be increasingl y extended as the snow or slush depth increases. The depth and consi stency of thi s cover can, in fact, prevent takeoff in many instances. WAR N I NG THROUGH BY WH E N PU LLING THE HAND , TREAT IT AS IF THE IGNITION SWITCH IS TU R N E D ON. A LOOSE O R BROKEN GROUND WI R E ON EITHER MAGNETO COULD CAUSE THE ENGINE TO FIRE. Prior to starting on col d mornings, it is advis abl e to pull the propeller through several times by hand to "break l o ose" or "limber" the oil, thus conserving battery energy. When air temperatures are bel o w 20°F (-6°C), the use of an external preheater and an external power source are recommended whenever possible to obtain positive starti n g and to reduce wear and abuse to the engine and electrical system. Preheat will thaw the oil trapped in the oil cool e r, whi c h probably will be congeal ed prio r to starti n g in extremel y cold temperatures. 14-34 Revi s i o n 4 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 1 72S When using an external power source, the master switch must be in the OFF posi tion before connecti n g the external power source to the airplane receptacle. See Section 7, Ground Servi ce Plug Recepta­ cle for external power source operati o ns. Col d weather starting procedures are the same as the normal starti n g procedures. Use caution to prevent inadvertent forward movement of the airpl a ne during starti n g when parked on snow or i c e. NOTE If the engine does not start duri n g the fi rst few attempts, or if engine fi r i n g diminis hes in strength, it is probabl e that the spark plugs have been frosted over. Preheat must be used before another start is attempted. Duri n g cold weather operati o ns, no indicatio n will be apparent on the oil temperature gage pri o r to takeoff if outsi d e air temperatures are very col d . After a sui tabl e warm up peri od (2 to 5 minutes at 1 000 RPM), accelerate the engine several times to hi g her engine RPM. If the engine accelerates smoothly and the oil pressure re­ mai n s normal and steady, the airpl a ne i s ready for takeoff. WINTERIZATION KIT A wi nterization kit is provid ed and may be utilized when cold weath­ er operati o ns are conducted. Revi s i o n 4 4-35 1 CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES Refer to the general warm temperature starti n g informati o n under Starti n g Engine in this sectio n. Avoid prolo nged engine operation on the ground. NOISE CHARACTERISTICS AND NOISE RE D UCTION The certi f icated noi s e level for the Model 1 72S at 2550 pounds maximum wei g ht is 75.1 d8(A). No determinati o n has been made by the Federal Aviation Administrati o n that the noi s e level s of this airpl a ne are or should be acceptabl e or unacceptabl e for operati o n at, into, or out of, any ai rport. The following procedures are suggested to minimize the effect of airpl a ne noise on the public: 1 . Pilots operating airplanes under VFR over outdoor assemblies of persons, recreati o nal and park areas, and other noi s e sensitive areas should make every effort to fly not less than 2000 feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provi s i o ns of government regulatio ns. 2. During departure from or approach to an airport, cl i mb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise sensi t i ve areas. NOTE The above recommended procedures do not apply where they would conflict with Ai r Traffic Control clearances or instructi o ns, or where, in the pil ot's judgment, an altitude of less than 2000 feet i s necessary to adequatel y exercise the duty to see and avoi d other airpl a nes. 14-36 Revis ion 4 CESSNA MODEL 1 72S SECTION 5 PERFORMANCE TABL E O F CONTENTS Page Introduction ..................................... Use of Performance Charts ......................... Sample Problem ................................. Takeoff Cruise ....................................... Fuel Required ................................. Landing ..................................... Demonstrated Operating Temperature ................. Figure 5- 1 , Airspeed Calibration - Normal Static Source Airspeed Calibration - Alternate Static Source ........ Figure 5-2, Temperature Conversion Chart ............. Figure 5-3, Stall Speeds .......................... Figure 5-4, Crosswind Components .................. Figure 5-5, Short Field Takeoff Distance .............. Figure 5-6, Maximum Rate Of Climb ................. Figure 5-7, Time, Fuel, And Distance To Climb ......... Figure 5-8, Cruise Performance ...................... Figure 5-9, Range Profile .......................... Figure 5- 1 0 , Endurance Profile ..................... Figure 5- 1 1 , Short Field Landing Distance ............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I Revision 4 . 5-3 5-3 5-3 5-4 5-5 5-6 5-8 5-8 5-9 5-1 0 5-1 1 5-1 2 5-1 3 5-1 4 5-1 7 5-1 8 5-1 9 5-2 1 5-22 5-23 5 - 1 /5-2 CESSNA MODEL 172S SECTION 5 PERFORMANCE INTRODUCTION Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and approximating average piloting techniques. It should be noted that performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified power setting. Fuel flow data for cruise is based on the recommended lean mixture setting af all altitudes. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight and to flight plan in a conservative manner. USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy. SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. Assume the following information has already been determined: AIRPLANE CONFIGURATION: Takeoff weight Usable fuel TAKEOFF CONDITIONS: Field pressure altitude Temperature Wind component along runway Field length Julv 8/98 2550 Pounds 53 Gallons 1500 Feet 28°C (16°C Above Standard) 12 Knot Headwind 3500 Feet 5-3 CESSNA MODEL 172S SECTION 5 PERFORMANCE CRUISE CONDITIONS: Total distance Pressure altitude Temperature Expected wind enroute 360 Nautical Miles 7500 Feet 16°C (16°C Above Standard) 10 Knot Headwind LANDING CONDITIONS: Field pressure altitude Temperature Field length 2000 Feet 25°C 3000 Feet TAKEOFF The takeoff distance chart, Figure 5-5, should be consulted, keeping in mind that distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the takeoff distance information presented for a weight of 2550 pounds, pressure altitude of 2000 feet and a temperature of 30°C should be used and results in the following: Ground roll Total distance to clear a 50-foot obstacle 1285 Feet 2190 Feet These distances are well within the available takeoff field length. However, a correction for the effect of wind may be made based on Note 3 of the takeoff chart. The correction for a 12 knot headwind is: 12 Knots X 10% 9 Knots = 13% Decrease This results in the following distances, corrected for wind: Ground roll, zero wind Decrease in ground roll (1285 feet X 13%) Corrected ground roll 1285 - 167 1118 Feet I CESSNA MODEL 1 72S SECTION 5 P ERFORMANCE Total d istance t o clear a 50-foot obstacle, zero wi nd Decrease in total d istance (2 1 90 feet X 1 3% ) Corrected total d istance to clear 50-foot obstacle 2 1 90 - 285 1 905 Feet C R U IS E The cruising altitude shou ld be selected based on a consideration of trip length , winds aloft, and the airplane's perfo rmance. A typical cruising altitude and the expected wind enroute have been g iven for th is sample problem . However, th e power setting selection for cruise must be determined based on several considerations . These i ncl ude the cruise performance characteristics presented in Fig u re 5-8, the range profile chart presented i n Figu re 5-9 , and the end u rance profile chart presented in Figu re 5-1 0 . The relationsh ip between power a n d range is illustrated b y the range profi le chart. Considerable fuel savings and longer range resu lt when lower power settings are used . For this sample problem, a cru ise power of approximately 65% will be used . The cruise performance chart, Fig ure 5-8, is entered at 8000 feet pressu re altitude and 20°C above standard temperatu re. Thesel values most nearly correspond to the planned altitude and expected temperature conditions. The engine speed chosen is 2600 RPM, wh ich resu lts i n the fol lowing: Power True airspeed Cruise fuel flow Revision 4 64% 1 1 7 Knots 8.9 G P H 5-5 C ESSNA MODEL 1 72S S ECTION 5 P ERFORMAN C E F U E L R E QU I RE D The total fuel requ irement for the flight may be esti mated using the performance i nformation i n Figu re 5-7 and Figu re 5-8. For this sample problem, Figu re 5-7 s hows that a cli m b from 2000 feet to 8000 feet requ i res 2 .2 gallons of fue l . The corresponding distance d u ri ng the cli mb is 1 5 nautical m i les. These values are for a standard temperature and are sufficiently accu rate for most fl ight planning pu rposes. However, a fu rther correction for the effect of temperature m ay be made as noted on the cli m b chart. The approximate effect of a non-standard temperatu re is to increase the time, fuel, and d istance by 1 0% for each 1 O°C above standard temperature, due to the lower rate of climb. I n this case, assu m i ng a temperature 1 6°C above standard ( 1 6°C - O°C) , the correction wou ld be: IWith th is factor i ncl uded , the fuel estimate wou ld be calculated as fol lows: Fuel to climb, standard temperature I ncrease due to non-standard temperatu re (2.2 X 1 6% ) 2.2 0.4 Corrected fuel to climb 2 . 6 Gallons Using a s i milar procedu re for the distance to cli m b resu lts i n 1 8 nautical mi les. ( 1 5 n m using chart + 2 .4 nm to correct for h igher than standard temperatu re 1 7.4 nm. Rou nded u p to 1 8 n m . ) = 5-6 Revision 4 , I CESSNA MODEL 172S SECTION 5 PERFORMANCE The resultant cruise distance is: Total distance Climb distance Cruise distance 360 -18 342 nm With an expected 10 knot headwind, the ground speed for cruise is predicted to be: 117 -10 107 Knots Therefore, the time required for the cruise portion of the trip is: 342 Nautical Miles 107 Knots = 3. 2 Hours The fuel required for cruise is: 3. 2 hours X 8.9 gallons/hour = 28.5 Gallons A 45-minute reserve requires: 45 60 X 8. 9 gallons / hour = 6.7 Gallons The total estimated fuel required is as follows: Engine start, taxi, and takeoff Climb Cruise Reserve 1. 4 2.6 28.5 6. 7 Total fuel required 39.2 Gallons Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve. July 8/98 5-7 SECTION 5 PERFORMANCE CESSNA MODEL 172S LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure 5-11 presents landing distance information for the short field technique. The distances corresponding to 2000 feet and 30°C are as follows: Ground roll Total distance to clear a 50-foot obstacle 650 Feet 1455 Feet A correction for the effect of wind may be made based on Note 2 of the landing chart, using the same procedure as outlined for takeoff. DEMONSTRATED OPERATING TEMPERATURE Satisfactory engine cooling has been demonstrated for this airplane with an outside air temperature 23°C above standard. This is not to be considered as an operating limitation. Reference should be made to Section 2 for engine operating limitations. 5-8 Julv 8/98 CESSNA MODEL 172S SECTION 5 PERFORMANCE AIRSPEED CALIB RATION NORMAL STATIC SOURCE CONDITION: Power required for level flight or maximum power descent. FLAPS UP KIAS 50 60 70 80 90 100 110 120 130 140 150 160 KCAS 56 62 70 78 87 97 107 117 127 137 147 157 KIAS 40 50 60 70 80 90 100 110 - - - --- KCAS 51 57 63 71 80 89 99 109 - - - - KIAS 40 50 60 70 80 85 - - - - - - - - - KCAS 50 56 63 72 81 86 - - - - - - --- FLAPS 10° - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - FLAPS 30° - Figure 5-1. Airspeed Calibration (Sheet 1 of 2) Jul 8 5-9 SECTION 5 PERFORMANCE CESSNA MODEL 172S AIRSPEED CALIBRATION ALTERNATE STATIC SOURCE CONDITION: Power required for level flight or maximum power descent. FLAPS UP KIAS 50 60 70 80 90 100 110 120 130 140 150 160 KCAS 56 62 68 76 85 95 105 115 125 134 144 154 KIAS 40 50 60 70 80 90 100 110 - - - - - - - - - - - - KCAS 51 55 60 68 77 86 96 105 - - - - - - - - - - - - 40 50 60 70 80 85 ... - - - - - - - - - - - - - ... _ - - - - - - - - - - - - - - - - - FLAPS 10° FLAPS 30° KIAS KCAS 49 54 61 69 78 83 - - - NOTE: Windows closed, ventilators closed, cabin heater, cabin air, and defroster on maximum. Figure 5-1. Airspeed Calibration (Sheet 2 of 2) ,JlIlv A19A SECTION 5 PERFORMANCE CESSNA MODEL 172S TEMPERATURE CONVERSION CHART I­ iIi J: Z UJ a: J: it en UJ UJ a: (!J UJ o -20 o 20 40 60 DEGREES - CELSIUS Figure 5-2. Temperature Conversion Chart Julv 8/98 S-11 SECTION 5 PERFORMANCE CESSNA MODEL 172S STAll S PEEDS AT 2550 POUNDS Conditions: Power Off MOST REARWARD CENTER OF GRAVITY ANGLE OF BANK FLAP SETTING 0° KIAS UP 10° 30° 30° 60° 45° KCAS KIAS KCAS KIAS KCAS KIAS KCAS 48 42 40 53 50 48 57 54 52 52 45 43 57 50 48 63 59 57 68 59 57 75 71 68 MOST FORWARD CENTER OF GRAVITY ANGLE OF BANK FLAP SETTING 0° KIAS UP 10° 30° 48 43 40 30° 45° 60° KCAS KIAS KCAS KIAS KCAS KIAS KCAS 53 51 48 52 46 43 57 55 52 57 51 48 63 61 57 68 61 57 NOTES: 1. 2. Altitude loss during a stall recovery may be as much as 230 feet. KIAS values are approximate. Figure 5-3. Stall Speeds 5- 75 72 68 SECTION 5 PERFORMANCE CESSNA MODEL 1 72S WIND ................. NOTE: . Maximum demonstrated crosswind velocity is 15 knots (not a limitation). 35 30 C Z (I)� 1-« OW ZJ: � 25 20 15 10 I- Z W Z 0 5 c.. :E 0 0 C Zc �i � ....I 0 5 10 15 o 5 10 15 20 25 30 35 C ROSSWIN D COM PO N E NT - KNOTS NOTE Maximum demonstrated crosswind component is knots (not a limitation). 15 I 0585C1 003 Figu re 5-4. C rosswind Components Revision 4 5- 1 3 S ECTION 5 P ERFORMANCE C ESSNA MODEL 1 72S S H O RT F I E L D TAKEO FF DISTA N C E AT 2550 POU N DS CONDITIONS: Flaps 1 0° Fu" Throttle Prior to Brake Release Paved, level, dry runway Zero Wind 51 KIAS Lift Off: Speed at 50 Ft: 56 KIAS ooe Press Alt In Feet S. L. 1 000 2000 3000 4000 5000 6000 7000 8000 Grnd Total Roll FtTo Ft C lear 50 Ft Obst 860 940 1 025 11 25 1235 1355 1495 1 645 1820 1 465 1 600 1 755 1 925 2 1 20 2345 2605 291 0 3265 100e Grnd Total Roll FtTo Ft Clear 50 Ft Obst 925 1 010 1 110 1 215 1 335 1 465 1615 1785 1970 1 575 1 720 1 890 2080 2295 2545 2830 3 1 70 3575 200e Grnd Total Roll FtTo Ft Clear 50 Ft Obst 995 1090 1195 1310 1440 1585 1745 1920 2120 1 690 1 850 2035 2240 2480 2755 3075 3440 3880 300e Grnd Total Roll FtTo Ft Clear 50 Ft Obst 1070 1170 1285 1410 1550 1705 1875 2065 2280 1 81 0 1 990 2 1 90 2420 2685 2975 3320 3730 4225 400e Grnd Total Roll FtTo Ft Clear 50 Ft Obst 11 50 1260 1 380 1515 1660 1 825 2010 2215 2450 1 945 2 1 35 2355 2605 2880 3205 3585 4045 461 5 NOTES: 1. Short field technique as specified in Section 4. 2. Prior to takeoff from fields above 3000 feet elevation, the mixture should 3. Decrease distances 10% for each 9 knots headwind. For operation with be leaned to give maximum RPM in a full throttle, static runup. tail winds up to 10 knots, increase distances by 10% for each 2 knots. 4. For operation on dry, grass runway, increase distances by 15% of the "ground roll" figure. Fig u re 5-5. Short Field Takeoff Distance (Sheet 1 of 3) 5-1 4 Jul 8/98 CESSNA MODEL 172S SECTION 5 PERFORMANCE SHORT FIELD TAKEOFF DISTANCE AT 2400 POUNDS CONDI Flaps 10° Full Throttle Prior to Brake Release Paved, level, dry runway Zero Wind Lift Off: 48 KI Speed at 50 Ft: 54 KI O°C Press Alt In Feet Grnd Total Roll Ft To Ft Clear 50 Ft Obst 10°C Grnd Total Roll Ft To Clear Ft 50 Ft Obst 20°C Grnd Total Roll Ft To Ft Clear 50 Ft Obst 40°C 30°C Grnd Total Roll Ft To Clear Ft 50 Ft Obst Grnd Total Roll Ft To Clear Ft 50 Ft Obst 1685 S.L. 745 1000 810 1390 2000 885 1520 970 1665 1050 1795 1130 1930 1215 2080 1305 2230 3000 4000 1275 1570 1370 860 1470 875 1495 940 1605 1010 1720 1085 1845 955 1635 1030 1760 1110 1890 1190 2030 800 1065 1830 1150 925 995 1975 1240 2130 1335 2295 1430 2455 2015 1265 2180 1360 2355 1465 2530 1570 2715 5000 1170 6000 1285 2230 1390 2410 1500 2610 1610 2805 1725 3015 7000 1415 2470 1530 2685 1650 2900 1770 3125 1900 3370 8000 1560 2755 1690 3000 1815 3240 1950 3500 2095 3790 NOTES: 1. 2. Short field technique as specified in Section 4. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum R P M in a full throttle, static runup. Decrease distances 1 0% for each 9 knots headwind. For operation with tail winds up to 1 0 knots, increase distances by 1 0% for each 2 knots. For operation on dry, grass runway, increase distances by 1 5% of the "ground roll" figure. 3. 4. Figure 5-5. Short Field Takeoff Distance (Sheet 2 of 3) July 8/98 5-15 SECTION 5 PERFORMANCE CESSNA MODEL 172S SHORT FIELD TAKEOFF DISTANCE AT 2200 POUNDS CONDITI ONS: Flaps 10° Full Throttle Prior to Brake Release Paved, level, dry runway Zero Wind 44 KIAS Lift Off: Speed at 50 Ft: 50 KIAS O°C Press Grnd Total Roll Ft To Alt Ft Clear In 50 Ft Feet Obst 10°C Grnd Total Roll Ft To Ft Clear 50 Ft Obst 20°C Grnd Total Roll Ft To Ft Clear 50 Ft Obst 40°C 30°C Grnd Total Roll Ft To Ft Clear 50 Ft Obst Grnd Total Roll Ft To Clear Ft 50 Ft Obst S.L. 610 1055 655 1130 705 1000 665 1145 720 1230 770 1315 830 2000 725 1250 785 1340 845 1435 905 3000 795 1365 860 1465 925 1570 995 1685 1065 1805 4000 870 1490 940 1605 1010 1725 1090 1855 1165 1975 5000 955 1635 1030 1765 1110 1900 1195 2035 1275 2175 6000 1205 760 815 1380 1410 890 1505 1540 975 1650 1290 1050 1800 1130 1940 1220 2090 1310 2240 1400 2395 1985 1245 2145 1340 2305 1435 2475 1540 2650 7000 1150 8000 1270 2195 1370 2375 1475 2555 1580 2745 1695 2950 NOTES: 1. 2. 3. 4. Short field technique as specified in Section 4. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle, static runup. Decrease distances 10% for each 9 knots headwind. For operation with tail winds up to 10 knots, increase distances by 10% for each 2 knots. For operation on dry, grass runway, increase distances by 1 5% of the "ground roll" figure. Figure 5-5. Short Field Takeoff Distance (Sheet 3 of 3) 5-16 CESSNA MODEL 172S SECTION 5 PERFORMANCE MAXIMUM RATE-OF-CLIMB AT 2550 POUNDS CONDT I IONS: Flaps Up Full Throttle PRESS ALT FT CLIMB SPEED KIAS RATE OF CLIMB - FPM -20°C O°C 20°C 40°C S.L. 74 855 785 710 645 2000 73 760 695 625 560 4000 73 685 620 555 495 6000 73 575 515 450 390 8000 72 465 405 345 285 10,000 12,000 72 360 300 240 180 72 255 195 135 - - - NOTE: 1. Mixture leaned above 3,000 feet for maximum RPM. F igure 5-6. Maximum Rate of Climb July 8/98 5-17 SECTION 5 PERFORMANCE CESSNA MODEL 172S TIME, FUEL AND DISTANCE TO CLIMB AT 2550 POUNDS CONDI TI ONS: Flaps Up Full Throttle Standard Temperature PRESS ALT FT CLIMB SPEED KIAS FROM SEA LEVEL RATE OF CLIMB FPM TIME IN MIN FUEL USED GAL DIST NM 730 0 0.0 0 S.L. 74 1000 73 695 1 0.4 2 2000 73 655 3 0.8 4 3000 73 620 4 1.2 6 4000 73 600 6 1.5 8 5000 73 550 8 1.9 10 6000 73 505 10 2.2 13 7000 73 455 12 2.6 16 8000 72 410 14 3.0 19 9000 72 360 17 3.4 22 10,000 72 315 20 3.9 27 11,000 72 265 24 4. 4 32 12,000 72 220 28 5.0 38 NOTES: 1. 2. 3. 4. Add 1.4 gallons of fuel for engine start, taxi and takeoff allowance. Mixture leaned above 3,000 feet for maximum RPM. I ncrease time, fuel and distance by 10% for each 10DC above stan­ dard temperature. Distances shown are based on zero wind. Figure 5-7. Time, Fue l and Distance to Climb July 8/98 SECTION 6 PERFORMANCE CESSNA MODEL 172S C RUISE PERFORMANCE CONDITIONS: 2660 Pounds Recommended Lean Mixture At All Altitudes (Refer to Section 4, Cruise) PRES� ALT FT 2000 4000 6000 RPM 20°C BELOW STANDARD TEMP STANDARD TEMPERATURE 20°C ABOVE STANDARD TEMP % KTAS GPH BHP % KTAS GPH BHP % KTAS GPH BHP 2660 83 117 11.1 77 118 10.6 72 117 9.9 2600 78 116 10.6 73 116 9.9 68 116 9.4 2400 69 111 9.6 64 110 9.0 60 109 8 .6 2300 61 106 8.6 67 104 8.1 63 102 7.7 2200 63 99 7.7 60 97 7.3 47 96 6.9 2100 47 92 6.9 44 90 6.6 42 89 6.3 2600 83 120 11 :1 77 120 10.4 72 119 9.8 2660 79 118 10.6 73 117 9.9 68 117 9.4 2600 74 116 10.1 69 116 9 .6 64 114 8.9 2400 66 110 9.1 61 109 8.6 67 107 8.1 2300 68 104 8.2 64 102 7.7 61 101 7.3 2200 61 98 7.4 48 96 7.0 46 94 6.7 2100 46 91 6.6 42 89 6.4 40 87 6.1 2660 83 122 11.1 77 2600 78 120 10.6 2600 70 116 9.6 122 10.4 73 119 9.9 66 114 9.0 72 121 9.8 68 118 9.4 60 112 8.6 7.7 2400 62 109 8.6 67 108 8.2 64 106 2300 64 103 7.8 61 101 7.4 48 99 7.0 2200 48 96 7.1 45 94 6.7 43 92 6.4 Figure 6-8. Cruise Performance (Sheet 1 of 2) July 8/98 5-19 SECTION 5 PERFORMANCE CESSNA MODEL 172S CRUISE PERFORMANCE CONDITIONS: 2550 Pounds Recommended Lean Mixture At All Altitudes (Refer to Section 4, Cruise) PRES� ALT FT 8000 RPM 20°C BELOW STANDARD TEMP STANDARD TEMPERATURE 20°C ABOVE STANDARD TEMP % KTAS GPH BHP % KTAS GPH BHP % KTAS GPH BHP 71 123 9.7 67 120 9.3 2700 83 125 11.1 77 124 10.4 2650 78 122 10.5 72 122 2600 74 120 10.0 68 119 9.4 64 117 8.9 2500 65 114 9.1 61 112 8.6 57 111 8.1 9.9 2400 58 108 8.2 54 106 7.8 51 104 7.4 2300 52 101 7.5 48 99 7.1 46 97 6.8 2200 46 94 6.8 43 92 6.5 41 90 6.2 10,000 2700 78 124 10.5 72 123 9.8 67 122 9.3 2650 73 122 10.0 68 120 9.4 63 119 8.9 2600 69 119 9.5 64 117 9.0 60 115 8.5 2500 62 113 8.7 57 111 8.2 54 109 7.8 2400 55 106 7.9 51 104 7.5 49 102 7.1 2300 49 100 7.2 46 97 6.8 44 95 6.5 12,000 2650 2600 69 121 9.5 64 119 8.9 60 117 8.5 65 118 9.1 61 116 8.5 57 114 8.1 2500 58 111 8.3 54 109 7.8 51 107 7.4 2400 52 105 7.5 49 102 7.1 46 100 6.8 2300 47 98 6.9 44 95 6.6 41 92 6.3 Figure 5-8. Cruise Performance (Sheet 2 of 2) 5-20 Julv 8/9 SECTION 5 PERFORMANCE CESSNA MODEL 172S RANGE PROFILE 45 MINUTES RESERVE 53 GALLONS USABLE FUEL CONDITIONS: 2550 Pounds Recommended Lean Mixture for Cruise At All Altitudes Standard Temperature Zero Wind 12,000 10,000 8,000 I­ W W 1.1.. I 6,000 4,000 2,000 o 450 550 500 600 650 700 RANGE - NAUTICAL MILES NOTES: 1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb. Figure July 8/98 5-9. Range Profile S-?1 CESSNA MODEL 172S SECTION 5 PERFORMANCE ENDURANCE PROFILE 45 MINUTES RESERVE 53 GALLONS USABLE FUEL CONDITIONS: 2550 Pounds Recommended Lean Mixture for Cruise At All Altitudes Standard Temperature 12000 10000 8000 IW w 6000 u.. w c :;) I- 5« 4000 1111!I_itilil�tilllll{(1 2000 SL 4 5 6 7 8 ENDURANCE - HOURS NOTE: 1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the time during climb. Figure 5 -10. Endurance Profile Jul 8/98 SECTION 5 PERFORMANCE CESSNA MODEL 1 72S S H O RT FIE L D LAND I N G DISTANCE AT 2550 POU N DS CONDITIONS: Flaps 30° Power Off Maximum Braking Paved, level, dry runway Zero Wind Speed at 50 Ft: 61 KIAS O°C Press Alt In Feet S. L. 1 000 2000 3000 4000 5000 6000 7000 8000 10°C 20°C 30°C 40°C Grnd Total Grnd Total Grnd Total Grnd Total Grnd Total Roll FtTo Roll FtTo Roll FtTo Roll FtTo Roll FtTo Ft Clear Ft Clear Ft Clear Ft Clear Ft Clear 50 Ft 50 Ft 50 Ft 50 Ft 50 Ft Obst Obst Obst Obst Obst 545 565 585 61 0 630 655 680 705 735 1 290 1 320 1 355 1 385 1 425 1 460 1 500 1 545 1 585 565 585 61 0 630 655 680 705 730 760 1 320 1 350 1 385 1 425 1 460 1 500 1 540 1 585 1 630 585 605 630 655 675 705 730 760 790 1 350 1 385 1 420 1 460 1 495 1 535 1 580 1 625 1 670 605 625 650 675 700 725 755 785 81 5 1 380 1 420 1 455 1 495 1 535 1 575 1 620 1 665 1 71 5 625 650 670 695 725 750 780 810 840 1 41 5 1 450 1 490 1 530 1 570 1 61 5 1 660 1 705 1 755 NOTES: 1 . Short field technique as specified i n Section 4. 2. Decrease distances 1 0% for each 9 knots headwind. For operation with tail winds up to 1 0 knots, increase distances by 1 0% for each 2 knots. 3. For operation on dry, grass runway, increase distances by 45% of the "ground roll" figure. 4. If landing with flaps up, increase the approach speed by 9 KIAS and allow for 35% longer distances. Figu re 5- 1 1 . Short Field Landing D istance I Revision 4 5-23/5-24 SECTION 6 WE I G HT & BALANCE/EQU I P M E NT LIST CESSNA MODEL 1 72S SECTI 6 ANCEl WEIG EQUIP ENT LIST TABLE O F CONTENTS Page I ntrodu ction Airplane Weigh i ng Procedu res . . . . . . . . . . . . . . . . . . . . . . . . Weight And Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Baggage Tie-Down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Comprehensive Equ i pment List . . . . . . . . . . . . . . . . . . . . . . . I Revision 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3 6-3 6-6 6-8 6-1 7 6- 1 /6-2 C ESSNA MODEL 1 72S SECTION 6 WE I G HT & BALANCE / EQU I P ME NT LIST I NTRODU CTION T h i s section describes the procedure for establish i ng t h e basic empty weight and moment of th e airplane. Sample forms are provided for reference. Procedu res for calculating the weig ht and moment for various operations are also provided. It s hould be noted that specific i nformation regarding the weight, arm, moment and instal led eq u ipment for this ai rplane as delivered from the factory can only be fou nd in the plastic envelope carried i n t h e back o f this handbook. A WAR N I NG IT IS TH E R ESPONSI B I LITY O F THE PI LOT TO ENS U R E THE A I R PLANE IS LOA D E D PROPER LY. O P E RATION OUTS I D E OF AND BALANCE WEIGHT P R ES C R I B E D L I MITATIONS C O U L D R ES U LT I N AN ACC I D E NT A N D S E R IO US OR FATAL INJU RY. AIR P LA N E WEI G H I NG PROC E D U R ES 1 . Preparatio n : a. I nflate ti res t o recommended operating pressu res . I b . Defuel airplane. Refer to the Maintenance Manual. c. Service engine o i l as req u i red to obtain a normal full i ndication (8 q uarts on dipstick) . d . Move sliding seats to the most forward position. e . Raise flaps to the fu l ly retracted positio n . f . Place all control surfaces in neutral position . g . Remove all non-req u i red items from airplane. 2 . Level ing: a. Place scales u nder each wheel (minimum scale capacity, SaO-pou nds nose, 1 000 pounds each main) . b . Deflate the nose tire and/or lower or raise the nose strut to properly center the bubble i n the level (Refer to Fig u re 6- 1 ) . Revision 4 6-3 S ECTI ON 6 WEIGHT & BALANC E / EQU I P M ENT LIST C ESSNA MODEL 1 72S AIRPLANE WEI G H I N G FORM REFEREN C E DAT U M (FIREWALL FRONT FACE, LOWER PORTION) STA 0. 0 150 ...---- N OTE ------. IT IS THE RESPONSIBILITY OF THE PILOT TO ENSURE THAT THE AIRPLANE IS LOADED PROPERLY. MAC (J) 5 . .. ....1... _8 _ 8ooool °� 25. 90 ....*"""' � 100 o z :::J 50 � w z ::J a: w r- � o -50 -100 �--��--�--�---100 -50 o 50 100 150 200 250 FUSELAG E STATION (FS) - I N C H ES 0585C 1 01 0 Fig u re 6-1 . Airplane Weighing Form (Sheet 1 of 2) 6-4 J u ly 8/98 CESSNA MOD EL 1 72S SECTION 6 WE IG HT & BALANCE / EQU I P M E NT L IST LOCATING CG WITH AIRPLANE ON LANDING GEAR FORMULA for Longitudinal CG: (X) = (A)- (NOSE G EAR N ET WEIGHT) ( INCHES AFT OF DATUM ) X (B) NOSE AND MAIN LAND I NG G EAR WEIGHT TOTALED ( ) = ( M EASU R I N G A AN D B MEASURE A AND B PER PILOT'S OPERATI NG HANDBOOK I NSTRUCTIONS TO ASSIST IN LOCATING CG WITH AIRPLANE WEIGHED ON LANDING G EAR. LOCATING PERCENT MAC FORMULA for Percent MAC: CG Percent MAC = (CG Arm of Airplane) - 25.90 LEVELING P ROVISIONS 0.5880 LONGITUDINAL - LEFT SIDE OF TAILCONE AT FS 1 08.00 & 1 42.00 A I RP LAN E AS WEIG H E D TAB L E POSITION SCALE READING SCALE DRIFT TARE NET WEIGHT LEFT SIDE RIGHT SIDE NOSE AIRPLANE TOTAL AS WEIGHED BASIC E M PTY WEIGHT AN D C ENTE R-O F-G RAVITY ITEM WEIGHT POUNDS CG ARM (INCHES) 18.0 46.0 MOMENT (INCH-POUNDS 11000) AIRPLANE (CALCULATED OR AS WEIGHED) (INCLUDES ALL UNDRAINABLE FLUIDS AND FULL OIL) DRAINABLE UNUSABLE FUEL AT 6.0 POUNDS PER GALLON - 0.83 (3 GALLONS) BASIC EMPTY WEIGHT Fig u re 6-1 . Airplane Weighing Form (Sh eet 2 of 2) J u ly 8/98 6-5 S ECTION 6 WEIGHT & BALANCE / EQU I P M ENT LIST CESSNA MODEL 1 72S 3. Weighing: a. Weigh airplane i n a closed h angar to avoid errors caused by air cu rrents. b. With the airplane level and brakes released, record the weig ht shown on each scale . Deduct the tare , if any, fro m each reading. 4. Measuri ng : a. Obtain measurement A by measuri ng horizontally ( along the airplane centerline ) from a l i ne stretched between the mai n wheel centers to a plu m b bob dropped from the firewal l . b. Obtai n meas u rement B b y measuring horizontal ly and parallel to the airplane centerline, from center of nose wheel axle, left side, to a plu m b bob dropped from the l i ne between the m ai n wheel centers. Repeat on right side and average the measurements. 5. Using weights from item 3 and measurements from item 4, the airplane wei g ht and C . G . can be determined . 6 . Basi c Empty Weight may b e determi ned b y completing Figu re 6- 1 . WEIGHT A N D BALAN C E T h e fol lowing i nformation will enable you t o operate you r Cessna withi n the prescribed weight and center of gravity l i m itations. To I calcu late weight and balance, use the Sample Load i ng Proble m , Load i ng G rap h , a n d Center of G ravity Mo ment Envelope a s fol lows : Take the basic empty weight and moment from appropriate weight and balance records carried in you r airplane, and enter them i n the col u m n titled YOUR AIRPLAN E on the Sample Loadi ng Proble m . NOTE In addition to the basic empty weight and moment noted on these records, the C.G . arm (fuselage station ) is also shown , but need not be used on the Sample Loading Proble m . The moment which is shown must be divided by 1 000 and this val ue used as the momenV1 000 o n the load i ng problem. Use the Load i ng Graph to determine the momenV1 000 for each additional item to be carried ; then l ist these on the load i ng proble m . 6-6 Revision 4 5:0 Om o(J) m(J) 'c -< SAM � co (X) ." cO' AIRPLA N E M OD EL c ., CD 0) � ITEM NO. I DATE (J) m IN 3 ""0 CD :z: cO' am � a.. OJ m m � I -....J WT . (LB.) ARM (IN.) I PAG E NUM B ER RUNNING BASIC EMPTY WEIGHT REMOVED (-) ADD E D (+) MOMENT 11000 WT. (LB.) -....J I\) ARM (IN.) (J) MOMENT /1000 - WT. (LB.) ---_.. _- MOMENT /1000 ----_. . - :z: m G) I -I Qo OJ » r » m - m o c 'lJ 0 (]1 (Xl (]1 � 0) -L» Z o (") CD a.. OUT I S ERIAL N O. WEIGHT CHANGE DESCRIPTION OF ARTICLE OR MODIFICATION AS DELIVERED CD JJ CD (") 0 ., rZ (CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE) 0 0 to 5:(J) mm zO -1-1 cO (J) Z -10) S ECTION 6 WE IGHT & BALANCE I EQU I PM ENT LIST C ESSNA MODEL 1 72S NOTE Loading G raph i nformation for the pi lot, passengers and baggage is based on seats positioned for average occu pants and baggage loaded i n the center of the baggage areas as shown on the Loadi ng Arrangements diagram . For load i ngs which may differ from these, the Sample Load i ng Problem l ists fuselage stations for these items to i ndicate their forward and aft C . G . range l i mitations (seat travel and baggage area l i m itation) . Additional moment calculations, based on the actual weight and C.G. arm (fuselage station) of the item being loaded , m ust be made if the position of the load is d ifferent from that shown on the Loading G rap h . Total the weights and mo mentsl1 000 and plot these values on the Center of G ravity Moment Envelope to determine whether the poi nt falls withi n the envelope, and if the loading is acceptable. BAGGAGE TI E-DOWN A nylon baggage net h aving tie-down straps is provided as standard equipment to secure baggage on the cabin floor aft of the rear seat (baggage area 1 ) and i n the aft baggage area (baggage area 2) . Six eyebolts serve as attachi ng poi nts for the net. Two eyebolts for the forward tie-down straps are mounted on the cabin floor near each sidewall just forward of the baggage door approximately at station 90 ; two eyebolts are i nstall ed on the cabi n floor slightly i n board o f each sidewall approxi m ately at station 1 07 ; and two eyebolts are located below t h e aft window near each sidewal l approxi mately at station 1 07. A placard on the baggage door defines the weight l i mitations i n the baggage areas. When baggage area 1 is utilized for baggage only, the two forward floor mou nted eyebolts and the two aft floor mounted eyebolts (or the two eyebolts below the aft window) may be used , depending on the height of the baggage. When baggage is carried i n the baggage area 2 only, the aft floor mounted eyebolts and the eyebolts below the aft window should be u sed . When baggage is loaded in both areas, all six eyebolts should be uti lized. 6-8 J uly 8/98 C ESSNA MODEL 1 72S S ECTION 6 WEIGHT & BALANCE / EQUI PM ENT LIST LOADING ARRANGEMENTS '* '*'* NOTES: Pilot or passenger center of g ravity on adjustable seats positioned for average occupant. Numbers in parentheses indicate forward and aft limits of occupant center of gravity range . Arm measured to the center o f the areas shown. 1. The usable fuel C.G. arm for i ntegral tanks is located at station 48.0. 2. The rear cabin wall (approximate station 108) or aft baggage wall (approximate station 142) can be used as convenient interior reference points for determining the location of baggage area fuselage stations. STATION (C.G . ARM) (34 to 46) '*37-�� 73 --....�= ..-r .. ___ '* '* '*'* 95 BAGGAGE AREA 1 ----:-- 108 - t-------f 123 --+- BAGGAGE AREA 2 Figure 6-3. Loading Arrangements July 8/98 0585X1 0 1 6 6-9 SECTION 6 WEIGHT & BALANCE FIREWALL / CESSNA MODEL 1728 EQUIPMENT LIST CAB I N HEIGHT M EASUREMENTS .. AFT BAGGAGE AREA DOOR OPENI NG DIMENSIONS WIDTH HEIGHT HEIGHT WIDTH (TOP) (BOTTOM) (FRONT) (REAR) CABIN DOORS BAGGAGE DOOR Figure 6- 10 321/2" 151/4" 37" 151/4" 401/2" 22" 39" 21" Internal Cabin Dimensions (Sheet 1 of 2) 0585X1 023 6-4 . Ma 30/00 C ESSNA MODEL 1 72S WEIGHT & BALANCE / SECTION 6 EQU IPMENT LIST CABIN WIDTH MEASUREMENTS .. I o I 1 0 20 I CABIN STATIONS (C.G. ARMS) REAR DOORPOST BULKHEAD 1--'-'--'-,'70 30 40 50 60 65.3 .. LWR WIN DOW LI N E * Figure July 8/98 CABI N FLOOR 0585X1 023 6-4. Internal Cabin Dimensions (Sheet 2 of 2) S ECTION 6 WEI G HT & BALANCE (EQUIPMENT LIST CESSNA MODEL 1 72S WEIGHT AND MOMENT TABULATION ITEM DESCRIPTION SAMPLE AIRPLANE YOUR AIRPLANE Moment Moment Weight Weight (Lb-ins. (Lb-ins. (lbs.) (lbs.) 11000} 11000) I I 1. Basic Empty Weight (Use the data pertaining to your airplane as it is presently equipped. Includes unusable fuel and full oil) 2. Usable Fuel 6 (At Lbs.lGal.) 53 Gallons Maximum 30 Gallons (Quantity used for example) 3. Pilot and Front Passenger (Station 34 to 46) 4. Rear Passengers 5. *Baggage Area 1 (Station 82 to 108; 120 Lbs. Max.) 1642 62.6 180 8.6 340 340 12.6 24.8 56 4.6 WEIGHT AND MOMENT (add columns) 2558 113.2 8. Fuel allowance for engine start, taxi and runup -8.0 -0.4 2550 112.8 6. *Baggage Area 2 (Station 108 to 142; 50 Lbs. Max.) 7. RAMP 9. TAKEOFF WEIGHT AND MOMENT (Subtract Step 8 from Step 7) 10. * Locate this point (2550 at 112.8) on the Center of Gravity Moment Envelope, and since this point falls within the envelope, the loading is acceptable. The maximum allowable combined weight capacity for baggage areas 1 and 2 is 120 pounds. Figu re 6- 1 2 6-5. Sample Loading Problem (Sheet 1 of 2) 30/00 CESSNA MODEL 1 72S SECTION 6 WEIGHT & BALANCE 1 EQUIPMENT LIST YOUR AIRPLANE Moment Weight (Lb-ins. (Ibs ) 11000) . YOUR AIRPLANE Moment Weight (Lb-ins. (Ibs.) 11000) YOUR AIRPLANE Moment Weight (Lb-ins. (Ibs.) /1000) NOTE When 'several loading configurations are representative of your operations, it may be useful to fill out one or more of the above columns so specific loadings are available at a glance. Figure 6-5. Sample Loading Problem (Sheet 2 of 2) 6-13 CESSNA MODEL 172S SECTION 6 WEIGHT & BALANCE I EQUIPMENT LIST LOAD MOMENT/1000 (KILOGRAM - MILLIMETERS) o 50 100 150 200 250 300 350 400 200 en 175 � 400 « c:: 0 Z 350 ::::> 0 150 a.. 8 ...J g -- 300 .... :::c � 125 .... ::r: � W 250 � 100 W � 200 75 150 50 100 25 50 o 0 o 5 10 15 20 25 30 35 LOAD MOMENT/1000 (POUNDS - INCHES) NOTE: LINE REPRESENTING ADJUSTABLE SEATS SHOWS THE PILOT OR PASSENGER CENTER OF GRAVITY ON ADJUSTABLE SEATS POSITIONED FOR AN AVERAGE OCCUPANT. REFER TO THE LOADING ARRANGEMENTS DIAGRAM FOR FORWARD AND AFT LIMITS OF OCCUPANT C.G. RANGE. 0585C1006 Figure 6-6. Loading Graph 6-1 4 Julv 8/98 CESSNA MODEL 172S 600 SECTION 6 WEIGHT & BALANCE / EQUIPMENT LIST LOADED AIRPLANE MOMENT/1000 (KILOGRAM - MILLIMETERS) 700 800 900 1000 1100 1200 1300 1400 1500 1800 1700 1600 50 60 70 80 90 100 110 LOADED AIRPLANE MOMENT/1000 (POUND - INCHES) 120 130 0585C1007 Figure July 8/98 6-7. Center of Gravity Moment Envelope 6-15 SECTION 6 WEIGHT & BALANCE 1 EQUIPMENT LIST CESSNA MODEL 172S 2600 2500 2400 2300 en 0 5 2200 0 e:. I::r: CD 2100 ill � UJ z ::i 2000 a.. a: « 0 UJ 1900 0 « 0 ...J 1800 1700 1600 1500 34 42 43 44 45 46 47 48 35 36 37 38 39 40 41 AIRPLANE C.G. LOCATION - INCHES AFT OF DATUM (STA. 0.0) 0585C1008 Figure 6-8. Center of Gravity Limits Mav 30100 C ESSNA MODEL 1 72S SECTION 6 WEIGHT & BALANCE / EQUIPMENT LIST COMPREHENSIVE EQUIPMENT LIST The following figure (Figure 6-9) is a comprehensive list of all Cessna equipment which is available for the Model 172S airplane. This comprehensive equipment list provides the following information in column form: In the ITEM NO column, each item is assigned a coded number. The first two digits of the code represent the assignment of the item within the Air Transport Association Specification 100 breakdown (11 for Paint and Placards, 24 for Electrical Power, n for Engine Indicating, etc...). These assignments also correspond to the Maintenance Manual chapter breakdown for the airplane. After the first two digits (and hyphen), items receive a unique sequence number (01, 02, 03, etc...). After the sequence number (and hyphen), a suffix letter is assigned to identity equipment as a required item, a standard item or an optional item. Suffix letters are as follows: R -8 -0 -A - = = = = required items or equipment for FAA certification standard equipment items optional equipment items replacing required or standard items optional equipment items which are in addition to required or standard items In the EQUIPMENT LIST DESCRIPTION column, each item is assigned a descriptive name to help identify its function. In the REF DRAWING column, a Cessna drawing number is provided which corresponds to the item. NOTE If additional equipment is to be installed, it must be done in accordance with the reference drawing, service bulletin or a separate FAA approval. In the WT LBS and ARM INS columns, information is provided on the weight (in pounds) and arm (in inches) of the equipment item. NOTES Unless otherwise indicated, true values (not net change values) for the weight and arm are shown. Positive arms are distances aft of the airplane datum; negative anns are distances forward of the datum. Asterisks (i in the weight and arm column indicate complete assembly installations. Some major components of the assembly are listed on the lines immediately following. The sum of these major components does not necessarily equal the complete assembly installation. July 8/98 6-1 7 SECTION 6 WEIGHT & BALANCE / EQUIPM E NT LIST ITEM NO EQUIPMENT LIST DESCRIPTION 11 • PLACARD, OPERATIONAL LIMITATIONS PAINT, OVERALL EXTERIOR - OVERALL WHITE - COLORED STRIPE DECALS 21 -01 -S 21 -02-S REAR SEAT VENTS CABIN HEATER SYSTEM (EXHAUST SHROUD ASSY, H EATER & HOSES) 22-01 -S WING LEVELER PROVISIONS - CABLE ASSEMBLY - WING CABLE ASSEMBLY SINGLE AXIS AUTOPILOT - AUTOPILOT COMPUTER/CONTROLLER ROLL ACTUATOR, WITH MOUNT CONFIGURATION MODULE TWO AXIS AUTOPILOT AUTOPILOT COMPUTER/CONTROLLER - ROLL ACTUATOR WITH MOUNT - PITCH ACTUATOR, WITH MOUNT MISC STRUCTURE, WIRE & HARDWARE - PITCH TRIM OPTION, REQUIRES 22-03A - PITCH TRIM ACTUATOR - PITCH TRIM ELECTRICAL WIRING ACCESS PANEL - MISCELLANEOUS STRUCTURE, WIRE & HARDWARE ALTITUDE ALERT CONTROLLER REPLACES STANDARD 2-AXIS AUTOPILOT CONTROLLER & REQUIRES GPS ALT ALERT BE DISABLED · WT CHG 21 • ARM INS. 0505087-23 0504051 870-003 1 1 9916 0.0 1 9.2" 1 8.4 0.8 43.0 95.4* 93.6 1 35.9 051 3575-28 99541 00-1 1 .7 2.5 60.0 -4.0 AIR CONDITIONING 22 - AUTO FLIGHT • • 22·03-A • • 3900003 39241 09-1 39241 1 0-' 3900004 065-001 76-2501 3940400-1 071·00073-5000 3900021 065-00176-5201 3940400-1 0501 1 45·1 3924126-1 2.2* 1 .6 0.6 7.2" 3.1 3.6 0. 1 1 9.7" 3.1 3.6 4.5 3.0 23.0· 1 4.8 45.0 43.6" 1 2.1 68.5 9.0 1 04.4" 1 2.1 68.5 1 73.8 60.0 3900021-1 0501 1 53-' 4. 1 " 2.1 1 .6 1 .4 3.0 1 39.81 74.5 87.8 1 70.0 60.0 391 0299 0.0 --- 0501 048-1 3930407-1 069-01032-0102 066·03056-0002 0.4 7.9" 3.5 1 .0 0.5 0.4 0.5 1 .5 0.5" 1 43.2 52.7· 1 2.5 1 3.9 61 .2 26.5 253.4 1 23.8 9.7* • 22-04-A 23 23-01 -S 23-02·S • COMMUNICATIONS STATIC DISCHARGE WICKS (SET OF 1 0) NAVICOM #1 INSTALLATION · NO G.S. - KX 1 55A BENDIX/KING NAV/COM KI 208 INDICATOR - VHF COM ANTENNA - COM ANTENNA CABLE - OMNI NAV ANTENNA - OMNI ANTENNA CABLE - HARDWARE & CABLE ASSEMBLY • WT LBS R EF DRAWING PLACARDS AND MARKINGS 1 1 -0 1 ·R 1 1 -02-S 22-02-A CESSNA M ODEL 1 72S 3921 1 00-1 Figure 6-9. Equipment List Description (Sheet 1 of 8) 6-1 8 Mav 30/00 CESSNA MODEL 1 72S ITEM NO 23-03-A 23-04-A 23-05-S SECTION 6 WEIGHT & BALANCE / EQUIPMENT LIST EQUIPMENT LIST DESCRIPTION NAVICOM #2 INSTALLATION - WITH G.S. - KX 1 55A NAVICOM WITH GLiDESLOPE - KI 209A INDICATOR WITH GLiDESLOPE - NAV ANTENNA WITH G.S. COUPLER - CO-AX COM ANTENNA - HARDWARE & CABLE ASSEMBLY AUDIO/INTECOM/MARKER BEACON INSTL - KMA-26 AUDIOIRECEIVER PANEL - HARDWARE & CABLE ASSEMBLY BASIC AVIONICS EQUIP/LESS BLACK BOXES - MARKER BEACON ANTENNA INSTL - FUSELAGE AND AUDIO WIRING - MICROPHONE INSTL, HAND HELD - AVN COOLING FAN INSTL - BASIC CIRCUIT BREAKER PANEL - AVN GROUND INSTL - MISCELLANEOUS HARDWARE 24 - WT LBS ARM INS. 6.5* 4.0 1 .2 0.2 0.5 0.2 2.5" 1 .7 0.8 1 1 .3· 0.5 7.9 0.2 1 .2 0.4 0.2 0.9 1 7. 1 " 1 2.5 1 3.9 14.0 61 .2 3.5 1 9.7" 1 4.8 30.0 27.4* 131.0 26.5 1 8.0 5.9 1 6.5 1 5.0 1 6.0 991 0591 -1 1 CS14002-01 01 1 0.0 23.2 -29.0 -5.0 MC01 -2A 6.4· 2.5" 1 2701 01 -' 0.2 3.0 1 2701 01-' 3930400-1 393041 7-2 0.7 0.7 0.1 2.4 2.4 3.0 051421 1 -1 051 421 1 ·5 051 421 1 -8 051 421 1 - 1 1 051 221 1 -1 051421 1 -5 051 221 1 ·8 051 221 1 -1 1 051 421 9-1 051 421 9-2 051 4219-3 051 421 9-4 �OOO031-9,- 1 0 � 000031 -9,- 1 0 34.3 35.0 34.8 41 .5 41 .5 41 .5 41 .5 41 .5 41 .5 41 .5 41 .5 79.5 79.5 79.5 79.5 54.0 54.0 REF DRAWING 069-01 032-0101 066-03056-0003 3921 1 01 -1 3930407-1 066-01 1 55-0201 3900003-2 139601 88-1 3921 1 1 4-1 39701�4-9 13930400-1 393041 7-2 13940357-1 ELECTRICAL POWER 24-01 -R ALTERNATOR, 28 VOLT SO AMP 24-02-R BATIERY, 24 VOLT, 12.75 A.H. MANIFOLD TYPE 24-03-R POWER JUNCTION BOX (PRECISION AIRMOTIVE CORP. MC01 -2A) INCLUDES: - ALTERNATOR CONTROL UNITAC21 01 - MASTER CONTACTOR PIN X61-0007 STARTER CONTACTOR PIN X61 -0012 - AMMETER TRANSDUCER PIN CS3 1 00 25 EQUIPMENTIFURNISHINGS • - 25·01 ·R 25-02-0 25-03-0 25-04-0 25-05-S 25-0S-0 25-07-0 25-08-0 25-09-S 25-1 0-0 25-1 1 -0 25-1 2-0 25-1 3-R 25-14-0 PILOT SEAT, CLOTH COVER PILOT SEAT, LEATHER COVER PILOT SEAT, LEATHERIVINYL COVER PILOT SEAT, MILLENNIUM COVER COPILOT SEAT, CLOTH COVER COPILOT SEAT, LEATHER COVER COPILOT SEAT, LEATHERIVINYL COVER COPILOT SEAT, MILLENNIUM COVER REAR SEAT, CLOTH COVER REAR SEAT, LEATHER COVER REAR SEAT, LEATHERIVINYL COVER REAR SEAT, MILLENNIUM COVER CR� RESTRAINT SYSTEM, INERTIA REEL CREW RESTRAINT SYSTEM, MANUAL ADJUST 34.3 35.0 34.8 43.3 44.7 44.3 5.2 4.0 Figure 6-9. Equipment List Description (Sheet 2 of 8) May 30/00 6-19 SECTION 6 WEIGHT & BALANCE / EQUIPMENT LIST ITEM NO EQUIPMENT LIST DESCRIPTION REAR SEAT RESTRAINT SYSTEM, I NERTIA REEL 25-16-0 REAR SEAT RESTRAINT SYSTEM, MANUAL ADJUST 25-17-S PADDED GLARESHIELD 25-1 8-S SUN VISORS 25-19-S SUN VISOR INSTL - MILLENNIUM 25-20-S BAGGAGE RESTRAINT NET 25-21-S CARGO TIE DOWN RINGS 25-22-S PILOT'S OPERATING CHECKLIST (STOWED IN MAP CASE) 25-23-R PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL (STOWED IN PILOT'S SEAT BACK CASE) 25-24-S FUEL SAMPLING CUP (STOWED) 25-25-S TOW BAR, NOSE GEAR (STOWED) 25-26-R EMERGENCY LOCATOR TRANSMITTER - ELT TRANSMITTER - ANTENNA AND CABLE ASSY 25-1 5-S 26 FIRE EXTINGUISHER INSTALLATION - FIRE EXTINGUISHER - MOUNTING CLAMP 27-01 -S RIGHT SEAT CONTROLS - COPILOT CONTROL WHEEL - COPILOT RUDDER & BRAKE PEDAL INSTL, PILOTS CONTROL WHEEL WITH MAP LIGHT, MIC SWITCH AND JACK 27-02-S - ARM INS. 2000031 -1 1 , - 1 2 5.2 90.0 f2000031 -1 1 ,-1 2 4.0 90.0 051 4230-1 051 41 66-2 051 9004-1 201 5009-7 051 5055-6 0500835-1 1 .2 1 .1 21 .0 32.8 0.5 0.2 0.3 95.0 95.0 1 4.3 0500835-1 1 .2 50.0 S21 07-1 0501 019-1 3940401 -1 3000-1 1 3003-45 0.1 1 .7 3.2* 1 .8 0.5 1 4.3 1 24.0 1 01 .0* 1 1 3.3 1 22.0 0501 01 1 -2 C421 001 -0201 1 29001 0-1 5.3* 4.8 0.5 43.8" 44.0 42.2 0506009-1 051 3576-4 051 0402-1 6 6.1 " 2.6 1.1 1 3.7" 26.0 6.8 051 3576-5 0.2 22.0 S3281 -2 51 00-00-1 0.4 1 .9 1 6.5 9.5 M803B-2-0/28V· B C664503·01 03 CSEWCA-01 05231 1 2·2 0.7 1 6.5 0.5 0.5 0.4 9.1 1 6.0 28.5 FLIGHT CONTROLS 28 28-01 -R 2S•02•R WT LBS REF DRAWING FIRE PROTECTION 26-01 -S 27 1 - CESSNA MODEL 1 72S - FUEL FUEL QUANTITY INDICATORS AUXILIARY FUEL PUMP (UNDER FLOORBOARD) 31 - INDICATINGlRECORDING SYSTEM 31 -01 -S 1 31 -02-S 31 ·03-R 31 ·Q4·R DIGITAL ELECTRONIC CLOCK/OAT HOUR RECORDER " HOBBS TIME" ANNUNCIATOR PNEUMATIC STALL WARNING SYSTEM Figure 6-9. Equipment List Description (Sheet 3 of 8) 6-20 Ma 30/00 CESSNA MODEL 1 72S ITEM NO S ECTION 6 WEIGHT & BALANCE / EQUIPMENT LIST EQUIPMENT LIST DESCRIPTION 32 - WHEEL BRAKE AND TIRE, 6.00 X 6 MAIN - WHEEL ASSY, CLEVELAND (EACH) - BRAKE ASSY, CLEVELAND (EACH) - TIRE, 6-PLY, 6.00 X 6 BLACKWALL - TUBE (EACH) 32-02·R WHEEL AND TIRE, 5.00 X 5 NOSE - WHEEL ASSY, CLEVELAND - TIRE, 6-PLY, 5.00 X 5 BLACKWALL - TUBE 32-03-A WHEEL FAIRINGS AND INSTALLATION - NOSE WHEEL FAIRING - MAIN WHEEL FAIRINGS (SET OF 2) - BRAKE FAIRINGS (SET O F 2) - MOUNTING PLATE (SET OF 2) 32-04-0 PREMIUM TIRES, 6.00 X 6, 1 60 MPH RATING, EXCHANGE WITH STANDARD TIRES (NET CHANGE) 33 33-02-S 33-03-S 33-04-S 33-05-S 33-06-S - 0541200·9,·1 0 C1 63001 -01 04 C1 63030-1 1 1 1 C262003-0204 C262023-01 02 0543062-1 7 1 241 1 56-12 C262003-0202 C262023-01 01 0541225-1 0543079-3 0541 223-16, - 1 7 0541224-1 , -2 0541220-1 ,-2 0501 1 66-1 34.4" 6.2 1 .8 7.9 1 .3 9.5" 3.5 4.6 1 .4 1 6.5" 3.5 1 0. 1 1 .1 0.8 4. 1 57.8* 58.2 54.5 58.2 58.2 -6.S* -6.S -6.8 -6.8 46.1 " -3.5 61.1 55.6 59.5 47.1 0560059 (0.2) (21 .5) 0521 1 01 -8 0.5 61 .0 1 221 201 -3,-4 0506003-6 0501 027·6 0523029-7 0.0 1 .4 3.4 2.4 40.8 204.7 43.3 28.7 - 83225-6 0501 0 1 7-2 S3288-1 13930402-1 051 3262-3 0501 1 35-1 83330-1 S3326-1 0501 1 35-1 3900005 0.6 0.2 0.9 0.9 0.5 6.0" 2.5 2.1 1 .5 6.5* 1 6.2 1 5.5 14.0 1 1 .0 1 4.0 1 3.0* 1 4.0 1 4.0 1 0. 0 13. 1 * 83326-1 83330-2 3900005 2.3 2.8 1 .5 1 4.0 1 4.0 1 0.0 I I LIGHTS MAP LIGHT IN CONTROL WHEEL (PART OF 27-02-S) UNDER WING COURTESY LIGHTS (SET OF 2) NAVIGATION LIGHT DETECTORS FLASHING BEACON WING TIP STROBE LIGHT LANDING AND TAXI LIGHT INSTL IN WING 34 ARM INS. LANDING GEAR 32-01 ·R 33-01 -S WT LBS REF DRAWING I NAVIGATION 34-01 -R INDICATOR, AIRSPEED 34-02-S ALTERNATE STATIC AIR SOURCE 34-03-R SENSITIVE ALTIMETER 34-04-S BLIND ALTITUDE ENCODER INSTL 34-05-R COMPASS INSTL, MAGNETIC 34-06-S GYRO, INSTALLATION, REQUIRES 37-01 -S - DIRECTIONAL GYRO - ATTITUDE GYRO - HOSES AND Mise HARDWARE 34-07-0 GYRO INSTL, REQUIRES 37-01 -S & USED WITH 22-02-A O R 22-03-A - ATTITUDE GYRO - DIRECTIONAL GYRO - HOSES & MSIC HARDWARE � Figu re 6-9. Equipment List Description (Sheet 4 of 8) May 30/00 6-21 SECTION 6 WEIGHT & BALANCE / EQUIPMENT LIST ITEM NO EQUIPMENT LIST DESCRIPTION 34-08-0 GYRO INSTL, REQUIRES 37-01 -S & USED WITH 34-14-0 - AITITUDE GYRO - HOSES & MSIC HARDWARE 34-09-S TURN COORDINATOR INDICATOR 34-1 0-S VERTICAL SPEED INDICATOR 34-1 1 -A ADF INSTALLATION - KR 87 ADF RECEIVER - KI 227 ADF INDICATOR - ADF ANTENNA - ADF CABLE ASSEMBLY 34-1 2-A G PS INSTALLATION - KING GPS-VFR, KLN·89 - GPS ANTENNA - GPS CABLE ASSEMBLY 34-1 3-S MODE C TRANSPONDER INSTL - KT 76C TRANSPONDER - TRANS CAL BLIND ENCODER - TRANSPONDER ANTENNA - HARDWARE & CABLE ASSEMBLY 34-14-0 HORIZONTAL SITUATION INDICATOR INSTL NET WT INCREASE, REQUIRES 37-01 -S - HSI - GYRO SLAVING METER - FLUX DETECTOR INSTL - REMOTE DIR GYRO-SLAVED - NAV CONVERTER INSTL - WIRING - STD GYRO INSTL - REMOVED - GYRO INSTL FOR HSI INSTALLED - REMOVE #1 NAV INDICATOR 37 1 1 3700 1 05 - C ESSNA MODEL 1 72S WT LBS ARM INS. 390001 6 3.9" 1 1 .8" S3326-1 3900016 S3291 -1 53327-1 3930408-1 066-01 072-001 4 066-03063-0000 39601 87-1 3922102-1 3930408-1 066-01 1 48-1 1 1 1 39601 90-1 2.3 1 .5 1 .0 0.8 1 0.4" 3.2 0.7 4.2 2.3 4.4" 3.3 0.3 0.8 4.1 " 2.4 0.9 0.2 0.6 1 5.3· 1 4.0 1 0.0 1 5.8 1 5.7 26.9" 1 1 .4 1 5.8 39.3 29.0 1 5.3" 1 2.4 43.5 1 4.1 1 8.7" 1 3.5 1 0.9 85.3 28.9 84. 1 * 066-03046-0001 071 -01 242-0006 3940264 3940265 3940266 3900016 0501 1 35 0501 1 71 3.4 0.3 0.7 5. 1 1 .6 8.0 -1 3.6 1 1 .0 -1 .2 1 3.4 1 5.8 52.6 1 12.5 1 1 7.0 60.7 3.6 1 .6 1 3.9 0501 1 35 5.4" -1 .8· E21 1 CC E21 2CW 1 20 1 998-1 1 201 998-1 1 201 075-2 53280-1 1 .9 1 .9 0.1 0.1 0.3 0.3 -6.5 -3.9 -6.5 -3.9 5.3 1 4.3 0.3 0.5 0.3 4.7 -0.2 1 4.3 REF DRAWING 3930404-1 066-01 1 56-0101 3930402-1 3960191-1 3923102-1 390001 6-1 VACUUM DUAL PUMP ENGINE DRIVEN VACUUM SYSTEM - AIRBORNE VACUUM PUMP - AIRBORNE VACUUM PUMP - COOLING SHROUD - COOLING SHROUD - FILTER INSTALLATION - COMBINATION VACUUM INDICATOR/AMMETER - VACUUM RELIEF VALVE - MANIFOLD 37-02-R COMBINATION VACUUM GAGE/AMMETER f2H3-48 1 H5-25 83280-1 Figure 6-9. Equipment List Description (Sheet 5 of 8) 6-22 Ma 30/00 CESSNA MODEL 1 72S ITEM NO SECTION 6 WEIG HT & BALANCE / EQUIPMENT LIST EQUIPMENT LIST DESCRIPTION WT LBS ARM INS. 051 341 5·2 1 .7 1 6.3 051 7001-40 5.8" 48.5· 051 7001 -39 5.8· 48.5" 0501 1 65 - REF DRAWING 53 - FUSELAGE 53-01 -S REFUELING STEPS AND HANDLE INSTL 56 · WINDOWS 56-01 -S 56-02-S WINDOW - RIGHT HAND DOOR, OPENABLE WINDOW · LEFT HAND DOOR, OPENABLE 57 - WINGS 57-01 -0 HEAW DUTY FLAPS, WT SHOWN NET CHG - lWO (2) FLAPS EXCHANGED ONE (1 ) FLAP EXCHANGED 61 PROPELLER • 0523902 0523902, - - 2.2 1 .1 - . . 83.2 83.2 I - 6 1 -01 -R FIXED PITCH PROPELLER INSTALLATION - MCCAULEY 76 I NCH PROPELLER MCCAULEY 3.5 INCH PROPELLER SPACER SPINNER INSTALLATION, PROPELLER SPINNER DOME ASSEMBLY - FWD SPINNER BULKHEAD - AFT SPINNER BULKHEAD POLISHED SPINNER · MILLENNIUM INSTL (NET CHANGE) • 6 1 -02·R • 61 -03-0 71 - 38.S· 0550320-1 1 1A170ElJHA7660 35.0 3.6 C5464 -38.2" -38.4 -36.0 0550320-1 1 0550236·14 0552231-1 0550321 ·1 0 0550371 -1 1 .8" 1 .0 0.3 0.4 0.0 -41 .0" -42.6 -40.8 -37.3 -41 .0" P1 98281 0501 128-3 0.3 O.S" -27.5 -20.S" 0.4 0.3 0.3 297.8" 7.6 9.0 -1 3.8 -32.0 95.0 -1 8.6" -1 3.9 -5.0 CH481 1 0 2.5 -1 8.5 0550372-1 1 .9 1 1 .2 0.0 -13.9 -23.0 -1 8.6 POWERPLANT 7 1 -0 1 -R AIR INTAKE FILTER, DONALDSON 71 -02-S WINTERIZATION KIT INSTALLATION (STOWED) (INSTALLED ARM SHOWN) - BREATHER TUBE INSULATION - COWL INLET COVERS (INSTALLED) - COWL INLET COVERS (STOWED) 71 -03-R ENGINE, LYCOMING 10-360·L2A - FUEL INJECTOR, PAC RSA-5AD1 MAGNETOS & HARNESS, SLICK 4371 (SET OF 2) - OIL FILTER AND ADAPTER (CHAMPION) - SPARK PLUGS (CHAMPION) - STARTER, LAMAR 31 B22207 71 -04-0 MILLENNIUM ENGINE INSTL LYCOMING 10-360-L2A991 8 (NET CHANGE) 055201 1 0552229-3,-4 0552229-3,-4 0550365·' • I I Figur:e 6-9. Equipment List Description (Sheet 6 of 8) Mav 30/00 6-23 CESSNA MODEL 1 72S SECTION 6 WEIGHT & BALANCE / EQUIPMENT LIST ITEM NO EQUIPMENT LIST DESCRIPTION REF DRAWING WT LBS !ARM I NS. 73 - ENGINE FUEL & CONTROL 73-01 -S EGTIFUEL FLOW INDICATOR S32n-4 0.6 7.8 S3329-5 1 .0 1 2.1 77 - ENGINE I N DICAT I NG n-01 -R RECORDING TACHOMETER INSTALLATION 78 - EXHlAUST 7S-01-R EXHAUST SYSTEM INSTALLATION - MUFFLER & TAILPIPE WELD ASSY - SHROUD ASSEMBLY, MUFFLER HEATER 79-0 1 -R OIL COOLER INSTALLATION - OIL COOLER, STEWART WARNER OIL PRESSURE & TEMPERATURE INDICATOR 99541 00-1 9954000-2 99541 00-3 1 6.3* -20.0· 4.6 -22.7 O.S -22.7 0550365-1 1 0SnA S3279-1 3.3* 2.3 0.4 -1 1 .0" -1 1 .0 1 6.5 0501 300-1 , -2 0504055-1 , -2 1 0.5 0.0 39.1 95.4 051 9005-1 2.1 1 5.0 051 9005-2 0501 1 66-1 0550371-1 0550372-1 0552236-1 121 9012-1 2.3 4.1 0.0 0.0 0.0 0.0 l27.0 �7. 1 -41 .0· - 1 8.6 . �900003-1 3900003 3900003-1 3930407-1 2S.0 �2.2 2.2 �3.0 1 1 .3 �7.4 2.5 1 9.7 3930407-1 3930407-1 7.9 4.1 79 - O I L 79-02-R 90 - MISCELlANEOUS 90-01-A MILLENNIUM EQUIPMENT OPTION - 1 1 -04-0 MILLENNIUM EXTERIOR STYLING - 25-08-0 SUNVISOR INSTALLATION MILLENNIUM - MILLENNIUM UPHOLSTERY OPTION - 25-03- 0 PILOT'S LEATHERNINYL SEATS - SIDEWALL I NSERT MILLENNIUM UPHOLSTERY - MILLENNIUM FLOOR MATS (SET OF 2) . STORAGE CONSOLE INSTALLATION - 32-04-0 PREMIUM TIRE INSTL - 61 -03-0 POLISHED SPINNER INSTL - 72·02-0 ENGINE INSTL - POLISHED FASTENER INSTL - MILLENNIUM CONTROL WHEEL PAD 051 9004-1 051 9005-1 051 9005-1 051 9006-1 98 - AVIONICS PACKAGES 98-0 1 -S STANDARD AVIONICS PACKAGE - 22-01 -S -WING LEVELER PROVISIONS - 23-05-S -BASIC AVIONICS INSTL - 23-04-S -MARKER BEACONIINTERCOM INSTL - 23-02-S -NAV/COM #1 INSTALLATION - 34-1 1 -S -MODE C TRANSPONDER INSTL 52.7 1 S.7 Figure 6-9. Equipment List Description (Sheet 7 of 8) 6-24 Mav 30/00 CESSNA MODEL 1 72S ITEM NO 98-02-A 98-03-A 98-04-A 98-0S-A 98-06-A SECTION 6 WE I G HT & BALANCE / EQU I P M E NT LIST EQUIPMENT LIST DESCRIPTION NAV I AVIONICS PKG (NET CHANG E OVE R STANDARD AVIOI\IICS PKG) - 34-1 0-A -GPS I NSTALLATION - 23-03-A -NAV/COM INSTL WITH G .S. - 34-09-A -ADF I NSTALLATION NAV II AVIONICS PKG (NET CHANGE OVER STANDARD AVIONICS PKG) - 98-02-A -NAV I AVN PKG - 22-02-A -SINGLE AXIS AUTOPILOT NAV II WITH HSI AVIONICS PKG (NET CHANGE OVE R STANDARD AVIONICS PKG) - 98-02-A -NAV I AVN PKG - 22-02-A -SINGLE AXIS AUTOPILOT - 34-1 2-0 -HSI GYRO I NSTL NAV I I I WITH HSI AVIONICS PKG (NET CHANGE OVER STANDARD AVIONICS PKG) - 98-02-A -NAV I AVN PKG - 22-03-A -2-AXIS AUTOPILOT - 34-1 2-0 -HSI GYRO INSTL NAV I I I WITHOUT HSI AVIONICS PKG (NET CHANGE OVER STANDARD AVIONICS PKG) - 98-02-A -NAV I AVN PKG - 22-03-A -2-AXIS AUTOPILOT REF DRAWING WT LBS ARM INS. 3900004-1 21 .3* 21 .5* 3930408-1 3930408-1 3930408-1 4.4 6.5 1 0.4 1 5.3 1 7. 1 26.9 3900005-1 28.5* 27. 1 * 3900004-1 3900005-1 21 .3 7.2 21 .5 43.6 39000 1 6 43.8* 47.0* 3900004-1 3900005-1 390001 6-1 21 .3 7.2 1 5.3 21 .5 43.6 84.1 39000 1 8 56.3* 67.5* 3900004-1 3900003 390001 6-1 21 .3 1 9.7 1 5.3 21 .5 1 04.4 84. 1 3900021 41 .0* 6 1 .3* 3900004-1 3900003 21 .3 1 9.7 21 .5 1 04.4 Figure 6-9. Equipment List Descri ption (Sheet 8 of 8) I Revision 4 6-25/6-26 S ECTION 7 AIRPLANE & SYSTEMS DESC R I PTION C ESSNA MODEL 1 72S SECTI N & SYSTEMS AIR TABLE O F CONTENTS Page I ntrodu ction Airframe Flight Controls Tri m System I nstru ment Panel P i lot Side Panel Layout Center Panel Layout Copilot Side Panel Layout Center Pedestal Layout G round Control Wing Flap System Landing Gear System Baggage Compartment Seats I nteg rated Seat Belt/Shoulder H arness E ntrance Doors And Cabin Windows Control Locks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . May 30/00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5 7-5 7-6 7-6 7-9 7-9 7-9 7- 1 2 7- 1 2 7- 1 2 7-1 3 7- 1 4 7- 1 4 7- 1 4 7- 1 5 7- 1 7- 1 8 7- 1 S ECTION 7 AIRPLAN E & SYSTE MS D ESC R I PTION C ESSNA MODEL 1 72S (Conti nued) Page I Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine I nstru ments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . New Engine Break- I n And Operation . . . . . . . . . . . . . . . . Eng i ne Lubrication System . . . . . . . . . . . . . . . . . . . . . . . Ignition And Starter System . . . . . . . . . . . . . . . . . . . . . . . Ai r I nduction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel D istribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel I ndicati ng . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Redu ced Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Selector Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annunciator Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avionics Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . Ammeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Voltage Annunciation . . . . . . . . . . . . . . . . . . . . . . . C i rcuit Breakers And Fuses . . . . . . . . . . . . . . . . . . . . . G ro u nd Service Plug Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2 7-1 9 7- 1 9 7- 1 9 7-2 1 7-2 1 7-22 7-22 7-23 7-23 7-23 7-23 7-24 7-25 7-26 7-26 7-26 7-28 7-29 7 -29 7-32 7-33 7-34 7-34 7-35 7-35 7-36 May 30/00 SECTION 7 A I R P LANE & SYSTEMS D ESCR I PTION CESSNA MODEL 1 72S TABLE OF CONTENTS (Contin ued) Page Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exterior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I nterio r Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Heating , Ventilating And Defrosti ng System . . . . . . . . P itot-Static System And I nstru ments . . . . . . . . . . . . . . . . . . . Airspeed I ndicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical Speed I ndicator . . . . . . . . . . . . . . . . . . . . . . . . . Alti m eter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vacuu m System And Instru ments . . . . . . . . . . . . . . . . . . . Attitude I ndicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Directional I ndicator . . . . . . . . . . . . . . . . . . . . . . . . . . Vacu u m Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Vacu u m Annunciation . . . . . . . . . . . . . . . . . . . . . . . Clock / O.A.T. I nd icator . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stall Warni ng System . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avionics Su pport Equi pment . . . . . . . . . . . . . . . . . . Avionics Cooling Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . M icrophone And Headset I nstallations . . . . . . . . . . . . . . . Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabi n Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency Locator Transm itter (ELT) . . . . . . . . . . . . . . . Cabin Fire Exting u isher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I Revision 4 . . . . . 7-37 7-37 7-37 7-39 7-41 7 -42 7-42 7-43 7-43 7-43 7-43 7-45 7-45 7-46 7-46 7-46 7-47 7-47 7-47 7-48 7-49 7-49 7 -49 7-3/7-4 CESSNA MODEL 1 72S S ECTION 7 AIRPLANE & SYSTEMS DESCRIPTION I NTRODUCTION This section provides description and operation of the airplane and its systems. Some equipment described herein is optional and may not be installed in the airplane. Refer to the sUPPlements' Section 9, for details of other optional systems and equipment. l AIRFRAME The airplane i s a n all metal, four-place, h i g h wing , single engine l airplane equipped with tricycle landing gear and is designed .for general utility and training purposes. The construction of the fuselage is a conventional formed sheet metal bulkhead, stringer, and skin qesign referred to as sem imonocoque. Major items of structure are the front and rear carry through spars to which the wings are attached , a bulkhead and forgings for main landi ng gear attachment at the base of the rear door posts, and a bulkhead with attach fittings at the base of the forward door posts for the lower attach ment of the wing struts. Four engine mount stringers are also attached to the forward door posts and extend forward to the firewall . The externally braced wings, containing i ntegral fuel tanks, are constructed of a front and rear spar with formed sheet metal ribs, doublers, and stringers. The entire structure is covered with aluminum skin. The front spars are equipped with wing-to-fuselage and wing-to-strut attach fittings. The aft spars are equip ped with wing-to-fuselage attach fittings, and are partial span spars. Conventional hinged ailerons and single slot type flaps are attached to the trailing edge of the wings. The ailerons are constructed of a forward spar containing balance weights, formed s heet metal ribs and "VII type corrugated aluminum ski n jOined together at the trailing edge. The flaps are constructed basically the same as the ailerons, with the exception of the balance weights and the addition of a formed sheet metal lead i ng edge section. SECTION 7 AIRPLANE & SYSTEMS DESCRI PTION CESSNA MODEL 1 72S The empennage (tail assembly) consists of a conventional verti­ cal stabilizer, rudder, horizontal stabilizer, and elevator. The vertical stabilizer consists of a spar, formed sheet metal ribs and reinforce­ ments, a wraparound skin panel , formed leading edge skin and a dorsal. The rudder is constructed of a formed leading edge skin and spar with attached hinge brackets and ribs, a center spar, a wrap around skin , and a ground adjustable trim tab at the base of the trailing edge. The top of the rudder incorporates a leading edge ex­ tension which contains a balance weight. The horizontal stabilizer is constructed of a forward and aft spar, ribs and stiffeners, center, left, and right wrap around skin panels, and formed lead i ng edge skins. The horizontal stabi lizer also contains the elevator trim tab actuator. Construction of the elevator consists of formed leading edge skins, a forward s par, aft channel, ribs, torque tube and bellcrank, left upper and lower "V" type corrugated skins, and right upper and lower "V" type corrugated skins i ncorporating a trailing edge cutout for the trim tab. The elevator tip leading edge extensions incorporate balance weights. The elevator trim tab consists of a spar, rib, and upper and l ower "V" type corrugated skins. FLIGHT CONTROLS The airplane's flight control system (Refer to Figure 7-1 ) consists of conventional aileron, rudder, and elevator control surfaces. The control surfaces are manually operated through cables and mechanical linkage using a control wheel for the ailerons and elevator, and rudder/brake pedals for the rudder. TRIM SYSTEM A manually operated elevator trim system is provided ( Refer to Fig u re 7-1 ). Elevator 'trim ming is accomplished through the elevator trim tab by util izing the vertically mounted trim control wheel i n the cockpit. Forward rotation of the trim wheel wil l trim nose down ; conversely, aft rotation will trim nose up. 7-6 Jul 8/ 8 CESSNA MODEL 1 72S SECTION 7 AIRPLANE & SYSTEMS DESCRIPTION 0585X1017 Figure 7-1. Flight Control and Trim Systems (Sheet 1 of 2) July 8/98 7-7 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTION CESSNA MODEL 172S E LEVATOR CONTROL SYSTEM . .. .. ... . ... .... ELEVATOR TRIM CONTROL SYSTEM ����:��'0" //{.:':!..:> . .. . .. . . .. . . ... . .. 0585X 1 018 Figure 7- 1 . Flight Control and Trim Systems (Sheet 2 of 2) 7-8 CESSNA MOD E L 1 72S SECTION 7 AIRPLA N E & SYSTEMS D ESCR I PTION I N ST R U M E NT PAN E L The i nstrument panel ( Refer to Figu re 7 -2) i s of all-metal constructio n , and is designed i n segments to allow related groups of i nstruments, switches and contro ls to be removed without removing the entire panel . For specific details concerning the i nstru ments, switches, circuit breakers, and contro ls on the i nstru ment panel, refer to related topics i n this sectio n . PI LOT S I D E PAN E L LAYOUT Flight i nstru ments are contai ned i n a single panel located i n front of the pilot. These i nstru ments are designed aro u nd the basic "T" configu ration. The gyros are located i mmed i ately in front of the pilot, and arranged vertically over the contro l col u m n . The airspeed i ndicator and altimeter are located to the left and right of the gyros, respectively. The remainder of the fli g ht i nstru ments are clustered aro u nd the basic "T". An annunciator panel is located above the altimeter and provides caution and warni ng messages for fuel q uantity, oil pressu re, low vacuum and low voltage s ituations. To the right of the flig ht instru ments is a sub panel which contains engine tachometer and various navigational h eading i nstru ments. To the left of the flight i nstru ments is a sub panel wh ich contains a lefVright fuel q uantity i ndicator, an oil temperature/oi l pressure i ndicator, a vacuu m gage/ammeter, an EGT/fuel flow i ndicator, a digital clock /O.A.T. i ndicator and the avionics circuit breaker panel. Below the e ngine and fl ight i nstruments are circuit breakers and switches for the airplane systems and equ ipment. Master, Avionics Master and ignition switches are also located i n this area of the pane l . The parking brake control is pos itioned below the switch and circuit breaker panel . I l I l C E NTER PAN E L LAYOUT The center panel contains various avionics equ ipment arranged in a vertical rack. This arrangement allows each com ponent to be removed with out h aving to access the backside of th e panel. Below the panel are the throttle, m ixtu re , alternate stati c air and l ighting controls. Revision 4 7-9 SECTION 7 A I R P LANE & SYSTEMS D ESCR I PTION C ESSNA MODEL 1 72S 0585C1 040 Figure 7-2 . Instru ment Panel (Sheet 1 of 2) 7-1 0 Revision 4 S ECTION 7 A I R P LAN E & SYSTEMS D ESC R I PTION CESSNA MOD E L 1 72S 1. Oil Temperature and Oil Pressure Ind icator 2. Vacuum Gage and Ammeter 3. Fuel Quantity Ind icator 4. EGT/Fuel Flow Indicator I 23. Hou r Meter 24. Glove Box 25. Cab i n Heat Control 26. Cabin Air Control 27. 5. Digital Clock / O.A.T. Indicator 6. Tu rn Coo rd inator 28. Mixture Control 7. Ai rspeed Indicator 29. Alternate Static Air Control Flap Switch and Position Indicator 8. D i rectional Gyro 30. 9. Attitude Ind icator 31 . 1 0. Tachometer 32. 11. Vertical Speed Indicator 33. Fuel Shutoff Valve Control 1 2. Altimeter 34. Fuel Selector 1 3. Annunciator Panel 35. 1 4. ADF Bearing Ind icator 36. 1 5. Course Deviation and Glide Slope Ind icators 1 6. Aud io Control Panel 37. 38. 1 7. GPS Receiver 1 8. Nav/Com Radio #1 40. 1 9. Nav/Com Radio #2 41 . 20. ADF Receiver 42. 21 . Transponder 43. 22. ELT Remote Test Button 39. Throttle Control Radio and Panel Dimming Control Glareshield and Pedestal Dimming Control Elevator, Trim Control and Position Indicator Avionics Master Switch Circuit Breakers and Switch/B reakers Master Switch Ignition Switch Avion ics Circuit B reaker Panel Hand Held Microphone 1 2 VDC Power Port (Location may vary) Parkin g Brake Figu re 7-2. I nstru ment Panel (Sheet 2) Revision 4 I I 7- 1 1 SECTION 7 AI RPLAN E & SYSTEMS D ESC R I PTION I C ESSNA MODEL 1 72S R H SIDE PAN E L LAYOUT The RH panel contains the hour meter, E LT switc h , and roo m for expansion of i ndicators and other avionics equipment. Below this sub panel are the glove box, cabin heat and cabin air controls, and wing flap switc h . C ENTER P E D ESTAL LAYO UT l The center pedestal , located below the center panel , contains the elevator trim control wheel, position i ndicator, handheld m icrophone bracket and fuel s hutoff valve contro l . The fuel selector valve h andle i s located at the base of the pedestal . G RO U N D CONTROL Effective g ro u nd control while taxiing is accomplished through nose wheel steering by using the rudder pedals ; left rudder pedal to steer left and right rudder pedal to steer right. When a rudder pedal is depressed, a spri ng loaded steering bungee (wh i ch is connected to the nose gear and to the rudder bars) will turn the nose wheel through an arc of approxi mately 1 0° each side of center. By applying either left or right brake, the degree of turn may be increased up to 30° each side of center. Moving the airplane by hand is most easily acco mplished by attaching a tow bar to the nose gear strut. If a tow bar is not avail able, or pushing is requ i red , use the wing struts as push poi nts . Do not use the vertical or horizontal surfaces to move the airplane. If the airplane is to be towed by vehicle, never turn the nose wheel more than 30° either side of center or structural damage to the nose gear could result. I l The minimum turning rad i us of the airplane, using differential braki ng and nose wheel steering d u ri ng taxi , is approxi mately 27 feet. To obtain a m i n i m u m radius tu rn d u ri ng ground handli ng , the airplane may be rotated around either main landi ng gear by pressing down on a tailcone bulkhead just forward of the horizontal stabilizer to raise the nose wheel off the ground. Care should be ( exercised to ensure that pressu re is exerted only on the bulkhead area and not on ski n between the bulkheads. Pressing down on the horizontal stabil izer is not reco m mended . 7-1 2 Revision 4 C ESSNA MODEL 1 72S SECTION 7 A I RP LANE & SYSTE MS D ESC R I PTION WI N G FLAP SYSTEM T h e single-slot type wing flaps (Refer t o Fig u re 7-3), are extended or retracted by positioni ng the wing flap switch l ever on th e i nstrument panel to the desired flap deflection position. The switch lever is moved up or down in a slotted panel that provides mechanical stops at the 1 0°, 20° and 30° positions. To change I flap setting, the flap lever is moved to the right to clear mechanical stops at the 1 0° and 20° positions. A scale and poi nter to the left of the flap switch indicates flap travel i n degrees . The wing flap system circuit is protected b y a 1 0-ampere circuit breaker, labeled FLAP, on the left side of the contro l panel. 0585X1 021 Figu re 7-3. Wing Flap System Revision 4 7-1 3 SECTION 7 AIRPLA N E & SYSTEMS D ESCR I PTION C ESSNA MODEL 1 72S LAN D I NG G EA R SYSTE M The landing gear is of the tricycle type, with a steerable nose wheel and two main wheels. Wheel fairings are standard equ ipment for both the main and nose wheels. Shock absorption is provided by the tubular spring steel main landing gear struts and the ai r/oil nose gear shock strut. Each main gear wheel is equ ipped with a hydraulical ly actuated d isc type brake on the inboard side of each whee l . BAGG AG E COMPA RTM E NT The baggage compartment consists of two areas , one extendi ng fro m beh i nd the rear passengers seat to the aft cabin bu lkhead , and an add itional area aft of the bu lkhead. Access to both baggage areas is gai ned th rough a lockable baggage door on the left side of the airplane, or from with i n the airplane cabin. A baggage net with tiedown straps is provided for secu ring baggage and is attached by tying the straps to tiedown rings provided in the airplane. For baggage area and door dimensions, refer to Section 6 . SEATS The seati ng arrangement consists of two vertically adjusti ng crew seats for the pilot and front seat passenger, and a single bench seat with adj ustable back for rear seat passengers. Seats used for the pi lot and front seat passenger are adju stable fore and aft, and up and down . Additionally, the angle of the seat back is i nfin itely adjustable. I Fore and aft adj ustment is made using the h andle located below the center of the seat frame. To position the seat, l ift the h andle, sl ide the seat i nto position, release the handle and check that the seat is locked i n place. To adj ust the height of the seat, rotate the large crank u nder the right hand corner of the seat u ntil a co mfortable height is obtai ned . To adj ust the seat back ang le, pu l l up on t h e release button , located i n t h e center front o f seat, just u nder the seat botto m, position the seat back to the desired angle, and release the button. When the seat is not occu pied , the seat back wil l auto matically fold forward whenever the release button is pulled u p. 7- 1 4 May 30/00 CESSNA MODEL 1 728 SECTION 7 AI RPLANE & SYSTEMS DESCRIPTION The rear passengers' seat consists of a fixed, one piece seat bottom and a three-position , reclining back. The recli ning back is adjusted by a lever located below the center of the seat frame. To adj ust the seat back, raise the l ever, position the seat back to the desi red angle, release the lever and check that the back is locked i n place. Headrests are installed on both the front and rear seats. To adjust the headrest, apply e nough pressure to it to raise or lower it to the desired level. I NTEGRATED SEAT BELT/SHOULDER HARNESS Al l seat positions are equipped with integrated seat belts/shoulder harness assemblies (Refer to Figure 7-4). The design incorporates an overhead i nertia reel for the shoulder portion , and a retractor assembly for the lap portion of the belt. This design allows for complete freedom of movement of the upper torso area while providing restraint i n the lap belt area. In the event of a sudden deceleration, reels lock up to provide positive restraint for the user. In the front seats, the i nertia reels are located on the centerline of the u pper cabi n. In the rear seats, the i nertia reels are located outboard of each passenger if} the upper cabin . To use the i ntegrated seat belt/shoulder harness, grasp t h e l i n k with one hand , and , i n a single motion, extend the assembly an 1 insert i nto the buckle. Positive locking has occurred when as d istinctive " snap" sound is heard . � Proper locking of the lap belt can be verified by ensuring that the belts are al lowed to retract i nto the retractors and the lap belt is snug and low on the waist as worn normally during fli ght. No more than one additional i nch of belt should be able to be pulled out of the retractor once the lap belt is in place on the occupant. If more than one additional i nch of belt can be pulled out of the retractor, the occupant is too small for the instal led restraint system and the aircraft should not be occupied until the occupant is properly restrained. l Remova.! is accomplished by lifting the release mechanism on the buckle or by pressing the release button on the buckle and pul l i ng out and up on the harness. Spring tension on the i nertia reel wil l automatically stow the harness. May 30/00 l 7- 1 5 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTION CESSNA MODEL 1 72S STANDARD INTEGRATED SEATBELTI SHOU LDER HARNESS WITH INTERTIA REEL VERTICAL (HEIG HT) ADJUSTMENT CRANK SEAT BACK ANG LE BUDON FORE AND AFT ADJUSTMENT LEVER ... PRESS TO RELEASE (PUSH BUDON) AVAILABLE MANUAL ADJUSTMENT PUSH BUDON RELEASE BUCKLE (NON ADJUSTABLE) LIFT TO RELEASE (LATCH) Figure 7-4. Crew Seats, Seat Belts and Shoulder Harnesses 051 4T1 004 7- 1 6 May 30/00 C ESSNA MODEL 1 72S SECTION 7 AIRPLANE & SYSTEMS DESCRIPTION A manually adustable seat belt/shoulder harness assembly is available for a" seats. To use the manually adjustable seat belt/shoulder harness, fasten and adjust the seat belt/shoulder harness first. Lengthen the seat belt as required by pulling on the release strap on the belt. Snap the connecting link firmly into the buckle, then adjust to length. A properly adjusted harness will permit the occupant to lean forward enough to sit erect, but prevent excessive forward m ovement and contact with objects during sudden deceleration. Also, the pilot must have the freedom to reach all controls easily. Disconnecting the manually adjustable seat belt/shoulder harness is accomplished by pushing the button on the buckle to release the connecting li nk. ENTRANCE DOORS AND CABIN WINDOWS Entry to, and exit from the airplane is accomplished through either of two entry doors, one on each side of the cabin at the front seat positions (refer to Section 6 for cabin and cabin door dimensions). The doors incorporate a recessed exterior door handle, a conventional interior door handle, a key operated door lock (left door only) , a door stop mechanism, and openable windows i n both the left and right doors. NOTE The door latch d esign on this model requires that the outside door handle on the pilot and front passenger doors be extended out whenever the doors are open . When closing the door, do not attempt to push the door handle i n u ntil the door is fully shut. To open the doors from outside the airplane, util ize the recessed door handle near the aft edge of either door by g raspi ng the forward edge of the handle and pulling outboard. To close or open the doors from i nside the airplane, use the combination door handle and arm rest. The i nside door handle has three positions and a placard at its base which reads OPEN, CLOSE, and LOCK. The handle is spring loaded to the CLOSE (up) pOSition. When the door has been pulled shut and latched, lock it by rotating the door handle forward to the LOCK position (flush with the arm rest). When the handle is rotated to the LOCK position, an over center action will hold it in that position. Both cabin doors should be locked prior to flight, and should not be opened i ntentionally during flight. May 30/00 7-1 7 . SECTION 7 AIRPLANE & SYSTEMS D ESCRIPTION CESSNA MODEL 1 72S N OTE Accidental opening of a cabin door in flight due to i mproper closing does not constitute a need to land the airplane. The best procedure is to set up the airplane in a trimmed condition at approximately 75 KIAS , m omentarily shove the door outward slightly, and forcefully close and lock the door. Exit from the airplane is accomplished by rotating the door han d le from the LOCK position , past the C LOSE position, aft to the OPEN position and pushi ng the door open. To lock the airplane, lock the right cabin door with the i nside handle, close the left cabin door, and using the ignition key, lock the door. The left and right cabin doors are equipped with openable windows which are held in the closed position by a detent equipped latch on the lower edge of the window frame. To open the windows, I rotate the latch upward. Each window is equipped with a spring­ loaded retaining arm which wil l help rotate the window outward, and hold it there. If required , either window may be opened at any speed up to 1 63 KIAS. The rear side windows and rear windows are of the fixed type and cannot be opened. CONTROL _ _"4 1 '_ A control lock is provided to lock the aileron and elevator control surfaces to prevent damage to these systems by wind buffeting while the airplane is parked. The lock consists of a shaped steel rod and flag . The flag identifies the control lock and cautions about its removal before starting the engine. To i nstall the control lock, align the hole in the top of the pilot's control wheel shaft with the hole in the top of the shaft collar on the i nstrument panel and insert the rod into the aligned holes. Installation of the lock wil l secure the ailerons in a neutral position and the elevators i n a slightly trailing edge down position. Proper installation of the lock will place the flag over the ignition switch. In areas where high or gusty winds occur, a control surface lock should be i nstalled over the vertical stabilizer and rudder. The control lock and any other type of locking device should be removed prior to starting the engine. 7- 1 8 May 30/00 I C ESSNA MODEL 1 72S S ECTION 7 A I R P LANE & SYSTEMS D ESC R I PTION ENGINE The airplane is powered by a horizontally opposed, fou r cyl inder, overhead valve, air-cooled , fuel-i njected engine with a wet sump lubri cation system . The engine is a Lycoming Model I O-360-L2A and is rated at 1 80 horsepower at 2700 R P M . Major accessories i ncl ude a starter and belt driven alternator mounted on the front of the engine, and d ual magnetos , dual vacuu m pumps, and a fu l l flow oil filter mounted on the rear of the eng i ne accessory case. ENGINE CONTRO LS Engine power is controlled by a th rottle located on the switch and control pane l above the center pedestal . The th rottle is open in the full forward position and closed i n the fu l l aft position . A friction lock, wh i ch is a rou nd knu rled knob, is located at the base of the throttle and is operated by rotating the lock clockwise to i ncrease friction or cou nterclockwise to decrease it. l The mixtu re control, mounted adjacent to the th rottle control , is a red knob with raised poi nts aro u nd the circu mference and is equ ipped with a lock button in the end of the knob . The rich position is full forward , and full aft is the idle cutoff position. For small adjustments, the control may be moved forward by rotating the knob clockwise, and aft by rotating the knob cou nterclockwise. For rapid or large adj ustments, the knob may be moved forward or aft by depressi ng the lock button in the end of the control, and then positioning the control as desired . E N G I N E I N STR U M E NTS Engine operation is monitored by the following i nstru ments : oil pressu re/oi l temperatu re indicator, tachometer and exhaust gas temperatu re (EGT) i ndicator. I n additio n , the annu nciator panel contains a red OIL P RESS annunciator which co mes on when the oil pressure is low. See Section 2, Limitations, for eng i ne operati ng l i mitations and i nstru ment marki ngs . Revision 4 7- 1 9 SECTION 7 AI RPLAN E & SYSTEMS D ESC R I PTION C ESSNA MODEL 1 72S I I Oil pressu re signals are generated fro m an oil pressu re l i ne/transdu cer combination . An oil pressu re line is routed fro m the upper front of the engine case to the rear engine baffle. At the baffle, the oil pressu re line is connected to a transducer. This t ransdu cer produces an electrical signal wh ich is translated i nto a pressu re read i ng by the oil pressure gage located on the LH i ,nstru ment panel . I n addition, a separate low oil pressu re i ndication is provided through the panel annu nciator. This ann u nciator is wired to a pressu re switch located on the rear of the engine accessory case. When oil pressure is below 20 PS I , the switch grou nds and co mpletes the annunciator circuit, i l l u m i nating the red O I L P RESS lig ht. When pressu re exceeds 20 PSI , the gro u nd is removed and the OIL P RESS annunciator goes out. NOTE The low oil pressure switch is also con nected to the hour (Hobbs) meter. When pressure exceeds 20 PSI, a gro u nd is supplied to the hour meter, completing the hour meter circuit. Oil temperature sig nals are generated fro m a resistance-type probe located in the engine accessory case. As oil temperatu re changes , the probe resistance changes. This resistance is translated into oil temperatu re read i ngs on the cockpit i ndicator. The engi ne driven mechanical tachometer is located on the i nstru ment panel to the right of the pilot's control wheel . The i nstru ment is cal ibrated i n i ncrements of 1 00 RPM and i ndicates both eng i ne and propeller speed . An hour meter in the lower section of the d ial records elapsed engine ti me i n hours and tenths. I nstru ment markings i ncl ude the normal operating range (g reen arc) fro m 1 900 to 2400 RPM. The exhaust gas temperatu re (EGT) i ndicator is located on the LH i nstru ment panel as part of the EGT/Fuel Flow indicator. Si nce exhaust gas temperatu re varies with fuel-air ration ( m ixtu re) , density altitude, th rottle position and RPM, the instru ment is a useful aid i n adj usti ng t h e mixture for best economy or performance. T h e EGT i ndicator allows the pi lot to lean (reduce the proportion of fuel in the fuel-air m ixtu re) to a known value using the maxim u m or "peak" exhaust gas temperatu re as a reference . An i ndex poi nter which can be positioned manual ly is provided for the pilot to mark the location of the peak. Never lean usi ng EGT when operati ng at more than 75% 7-20 power. Revision 4 C ESSNA MODEL 1 72S S ECTION 7 AI RPLANE & SYSTEMS DESC R I PTION The EGT system uses a thermocouple in the engine exh aust (tai lpipe) to supply a voltage proportional to exhaust gas temperature. Th e EGT i ndicator responds to the voltage developed by the thermoco uple . As the m ixtu re is leaned (from full rich ) , the exhaust gas temperatu re will i ncrease to a maxi m u m value as the stoich iometric (most chemically efficient) fuel-air ratio is ach ieved and will decrease if the mixtu re contin ues to be leaned . N EW E N G I N E B R EA K- I N A N D O P ERATION The engi ne u nderwent a run in at th e factory and is ready for the full range of use. It is , however, suggested that cru ising be accomplished at 75% power as m uch as practicable u nti l a total of 50 hours h as accum u lated or o i l consumption has stabilized . This wi l l ensure proper seating of the piston rings. E N G I N E L U B R ICATIO N SYSTE M The engine utilizes a fu ll-pressure, wet-su m p type l ubri cation system with avi ation-grade oil used as the lubricant. The capacity of the engine s u mp (located on the bottom of the engine) is eight q uarts . Oil is drawn from the sump th rough an oil suction strainer screen i nto the engine-driven oil pump. From the pump, oil is routed to a bypass valve. If the oil is cold, the bypass valve allows the oil to bypass the oil cooler and go d irectly fro m the pump to the ful l flow oil filter. If the oil is hot, the bypass valve routes the oil out of th e accessory housing and i nto a flexible hose leading to the oil cooler on the right, rear engine baffle. Pressure oil from the cooler returns to the accessory housing where it passes through the fu ll flow oil fi lter. The filter oil then enters a pressure relief valve which regulates engine oil pressure by allowing excessive oil to return to the sump while the balance of the oil is circulated to various engine parts for l ubrication. Residual oil is returned to the sump by gravity flow. An oil fil ler cap/oil dipstick is located at the right rear of the engine. The fil ler cap/ dipstick is accessible through an access door on the top right side of the engi ne cowling. The engine sho u ld not be operated on less than five quarts of oil. For extended flight, fi ll to eight q uarts (dipstick i ndication only) . For engine oil grade and specifications, refer to Section 8 of th is handbook. Revision 4 7-2 1 S ECTION 7 AI RPLAN E & SYSTEMS DESC R I PTION CESSNA MODEL 1 72S I G N ITION A N D STA RTER SYSTEM ignition is provided by two eng ine-driven magnetos , and I twoEngine spark plugs i n each cyli nder. The right mag neto fires the lower I rig ht and upper left spark plugs, and the left magneto fi res the lower left and u pper rig ht spark plugs. Normal operation is conducted with both magnetos due to the more complete burning of the fuel/air m ixtu re with d ual ignitio n . I Ignition and starter operation is controlled b y a rotary-type switch located on the left switch and control panel. The switch is labeled clockwise, OFF, R, L, BOTH , and START. The eng ine should be operated on both magnetos (BOTH position) except for magneto checks . The R and L positions are for checki ng pu rposes and emergency use only. Wh en the switch is rotated to the spring loaded START position , (with the master switch in the ON position) , I the starter contactor is closed and the starter, now energized , will crank the engine. When the switch is released , it will automatically return to the BOTH position . A I R I N D U CTION SYSTEM The eng i ne air i nduction system receives ram air through an i ntake on the lower front portion of the eng ine cowl ing. The i ntake is covered by an air filter wh ich removes d ust and other foreign matter from the i nduction air. Airflow passi ng th rough the filter enters an air box. The air box has a spring-loaded alternate air door. If the air i nd uction filter should become blocked , suction created by the engine wi ll open the door and draw u nfiltered air from i nside the lower cowl area. An open alternate air door wi ll resu lt i n an approximate 1 0% power loss at full th rottle. After passi ng th rough the air box, i nduction air enters a fuel/air control u n it u nder the engine, and is then ducted to the eng i ne cyl i nders through i ntake manifold tubes. 7-22 May 30/00 C ESSNA MODEL 1 72S SECTION 7 AIRPLAN E & SYSTEMS D ESCRI PTION EXHAUST SYSTEM Exhaust gas from each cyli nder passes th rough riser assemblies to a m uffler and tai lpipe. O utside air is pulled i n around s h rouds which are constructed aro u nd the o utside of the muffler to form h eating chambers which supply heat to the cabin. COOLING SYSTEM Ram air for engine cooling enters through two i ntake openings i n t h e front o f t h e engine cowling. T h e cooling air is directed aro u nd the cyl i nders and other areas of the engine by baffling, and is then exhausted through an open ing at the bottom aft edge of the cowling. N o manual cowl flap cooling system control is requ i red. PROPELLER T h e ai rplane is equ ipped with a two bladed, fixed pitch, one­ piece forged alu m i n u m alloy propel ler wh ich is anodized to retard corrosion. The propeller is 76 i nches in diameter. FU E L SYSTEM The airplane fuel system (see Fig u re 7-6) consists of two vented i ntegral fuel tanks (one tank in each wing) , a three-position selector valve, auxil iary fuel pump, fuel shutoff valve, fuel strainer, engin el driven fuel pu mp, fuel/ai r control u n it, fuel distribution valve and fuel i njection nozzles. A WAR N I NG U N USABLE F U E L LEVE LS FO R THIS A I R P LANE WE R E D ETE R M I N E D I N ACCO R DANCE WITH F E D ERAL AVIATION R E G U LATIONS. FAI L U R E T O O P ERATE TH E AI R P LANE I N CO M PLIANCE WITH FUEL LIM ITATIONS SPECIFIED IN SECTION 2 MAY F U RTH E R REDUCE TH E A M O U NT O F FU E L AVA I LABLE IN FLI G HT. Revision 4 7-23 CESSNA MODEL 1 72S SECTION 7 AI RPLAN E & SYSTEMS D ESCR I PTION FUEL TAN KS Two F U E L LEVEL TOTAL TOTAL USABLE TOTAL F U E L U N USABLE (QUANTITY A L L FLIGHT EACH TAN K) CON D ITIONS Fu ll (28. 0) 56.0 3.0 53.0 Fig u re 7-5. Fuel Quantity Data i n U . S. Gallons FUEL DISTRIB UTION Fuel flows by g ravity from the two wing tanks to a th ree-position selector valve, labeled BOTH, R I G HT and LEFT and on to the reservoi r tank. From the reservoi r tank fuel flows through the auxi liary fuel pump, past the fuel shutoff valve , th rough the fuel l strainer t o a n engine driven fuel pump. From the engine-driven fuel pu m p, fuel is delivered to the fuel/ai r control u n it, where i t is metered and di rected t o a fuel distribution valve (manifold) wh ich distributes it to each cyli nder. Fuel flow i nto ' each cyli nder is contin uous, and flow rate is determ ined by the amount of ai r passi ng through the fuel/ai r control u nit. I Starting at serial n u mber 1 72S949 1 and on, and airplanes incorporating M K 1 72-28-0 1 , a fuel return system was added to promote smooth engine operation on the ground d u ring h ot weather. The retu rn system carries a metered amount of fuel from the engine fuel-air control u n it to the fuel reservoi r tank. The i ncreased fuel flow due to the retu rn system resu lts i n lower fuel temperatu res at the engine i n let, and helps to m i n imize the amount of fuel vapor generated i n the fuel lines d u ring h ig h OAT operations. 7-24 Revision 5 C ESSNA MOD E L 1 72S SECTION 7 AI RPLANE & SYSTEMS DESC R I PTION F U E L I N DI CATI N G Fuel q uantity is measured by two float type fuel quantity transmitters (one i n each tank) and i ndicated by an electrically operated fuel quantity i ndicator on the left side of the i nstrument panel. The gauges are marked in gal lons of fuel. An empty tank is i ndicated by a red line and the n umber O. When an i ndicator shows an empty tank, approxim ately 1 .5 gallons remain in each tank as u nusable fuel . The i ndicators sho u ld not be rel ied upon for accu rate readi ngs d u ring skids, slips, or u n usual attitudes . Each fuel tank also incorporates warn ing circuits wh ich can detect low fuel conditions and erroneous transmitter m essages. Anytime fuel i n the tank drops below approximately 5 gallons (and remains below this level for more than 60 seconds) , the amber LOW F U EL message will flash on the annunciator panel for approxim ately 1 0 seconds and then remain steady amber. The annunciator can not be tu rned off by th e pilot . If the l eft tank is low, the message wi ll read L LOW FU EL. If the right tank is low, the message wil l read LOW F U E L R. If both tanks are low, the message will read L LOW FUEL R. I n additi o n to low fuel annunciation , the warni ng circuitry is designed to report fail u res with each transmitter caused by shorts, opens or transmitter resistance which increases over ti me. If the circuitry detects any one of these conditions , the fuel level i ndicator needle wi ll go to the OFF position (below the 0 mark on the fuel i ndicator) , and the amber annu nciator wi ll i l l u m inate. If the left tank transmitter has fai led , the message wil l read L LOW FUEL. If the right tank transmitter has fai led , the message wi ll read LOW F U EL R. If both tanks transm itters h ave failed, th e message wi l l read L LOW FUEL R. l Fuel pressu re is measu red by use of a transducer mounted near the fuel man ifold. Th is transducer produces an electrical signal wh i ch is translated for the cockpit-mou nted i ndicator in gallons-per­ hour. Revision 4 7-25 SECTION 7 AI RPLAN E & SYSTEMS D ESC R I PTION C ESSNA MODEL 1 72S F U E L VENTI N G F u e l system venting is essential t o system operation . Blockage of the system wi l l result in decreasing fuel flow and eventual eng i ne stoppage. Venting is acco mplished by an i nterconnecting line from the right fuel tank to the left tank. The left fuel tank is vented overboard th rough a vent l ine, equ ipped with a check valve, wh ich protrudes from the bottom su rface of the left wing near the wing strut. Both fuel fi ller caps are also vented. R E D U C E D TAN K CAPACITY The airplane m ay be serviced to a redu ced capacity to permit heavier cabin loadings. This is accomplished by fil l i ng each tank to the botto m edge of the fuel fi ller tab, th us g iving a reduced fuel load of 1 7.5 gallons usable i n each tank. FUEL S ELECTOR VALVE The fuel selector valve should be in the BOTH position for takeoff, climb, landing, and maneuvers that i nvolve prolonged slips or skids of more than 30 seconds. Operation from either LEFT or R I G HT tank is reserved for cru ising fl ight. NOTE When the fuel selector valve handle is in the BOTH position in cruising fl ight, u nequal fuel flow from each tank may occur if the wings are not maintained exactly leve l . Resulting w i n g heavi ness can b e alleviated gradu al ly by turning the selector valve handle to the tank in the " heavy" wing . It is not practical to measure the time requ ired to consume all of the fuel in one tank, and, after switch i ng to the opposite tank, expect an equal d u ration from the remaining fuel . The ai rspace i n both fuel tanks is interconnected by a vent line and, therefore, some sloshing of fuel between tanks can be expected when the tanks are nearly full and the wi ngs are not leve l . 7-26 J u ly 8/98 SECTION 7 AI RPLAN E & SYSTEMS D ESC R I PTION CESSNA MODEL 1 72S FUEL QUANTITY INDICATORS LEFT FUEL TANK rIr,.......J--..!...,-- RIGHT --=:;;:====:::; : :;r:: ; � I"" FUEL TANK VENT (WITH CHECK VALVE) FUEL J::I1::��I"I=?\/C TANK --o FUEL SHUTOFF VALVE KNOB --- VENT MECHANICAL LINKAGE ELECTRICAL CONNECTION 0585C 1 0 1 3 Figu re 7-6. Fuel 8ystem Schematic (Sheet 1 of 2) 1 72S800 1 thru 1 7289490 I Revision 4 SECTION 7 AIRPLAN E & SYSTEMS D ESC R I PTION C ESSNA MODEL 1 72S 82113 FUEL QUANTITY INDICATORS FUEL QUANTITY TRANSMITTER R IGHT FUEL TANK VENT (WITH CH ECK VALVE) S ELECTOR VALVE DRAIN VALVES (5 TOTAL) D RAIN VALVES (5 TOTAL) FUEL RETURN FUEL RESERVOIR DRAIN PLUG AUXI LIARY FUEL PUMP SWITCH CH ECK � I VALVE FUEL STRAINER DRAIN VALVE LEGEND FU EL SUPPLY VENT M ECHAN ICAL LINKAGE ELECTRICAL CONNECTION ��� FUEL D ISTRIBUTION VALVE � ""' FUEL FLOW IN DICATOR @D 0585Tl013A Fig u re 7-6. Fuel System Schematic (Sheet 2 of 2) 1 72S949 1 and On And airplanes incorporating M K 1 72-28-0 1 . Revision 5 I 7-278 S ECTION 7 AIRPLAN E & SYSTEMS DESC R I PTION C ESSNA MODEL 1 72S NOTE When the fuel tanks are 1 /4 fu l l or less, prolonged u ncoordinated flight such as slips or skids can uncover the fuel tank outlets. Therefore, if operating with one fuel tank dry or if operating on LEFT or R I G HT tank when 1 /4 ful l or less, do not allow the airplane to remain in u ncoordinated flight for periods in excess of 30 seconds. F U E L DRAIN VALVES The fuel system is equ ipped with drai n valves to provide a means for the exami nation of fuel i n the system for contami nation and grade. The system shou ld be examined before each flight and after each refueling, by using the sampler cup provided to drain fuel from each wing tank sump, the fuel reservoi r sump, the fuel selectorl drain and the fuel strainer sump. If any evidence of fuel contamination is fou nd, it m ust be e l i m inated i n accordance with the Prefl ight I nspection checklist and the discussion i n Section 8 of this publication. If takeoff weight l i m itations for the next flight permit, the fuel tanks should be fil led after each flight to prevent condensatio n . 7-28 J u l 8/98 SECTION 7 AI RPLA N E & SYSTEMS DESC R I PTION CESSNA MODEL 1 72S 0)- TO GLARESHIELD LT OVERHEAD LTS COURTESY LTS 1 2V POWER CABIN LTS/ PWR 0)-- TO INSTRUMENTS AND IGNITION � SWITCH Cf) �TO FUEL 2 FUEL PUMP ,... INST L.L.I � � PUMP UJ FLAP �TO LANDING LIGHT �--TO FLASHING () B C N BEACON � 0)--TO FLAPS � CO Q)"- TO GPS MFD GPS Cf) O)--TO HSI 6 Q)o--TO NAV/COMM 1 AUDIO PANEL ( 1 ) Q GYRO « COM 1 0-------. 0) AVN BUS 1 C/) �iE A � 5> NAV/ () LAND B 0)"-TO AVN FAN ,... AVN FAN ::;Q I-w zw wu. C/) C/) C/) C/) w o 5 '------, AVIONICS MASTER SWITCH Q) --TO VARIOUS ANNUNCIATORS WARN 0) -- TO MASTER ALT SWITCH B U S 1 ------- � ------- B U S 2 FLO .---- 0) -------' AVN BUS 2 O) -TO NAV/COMM 2 O)-- TO TURN AUDIOPANEL (2) <'J NAV/ TURN COORDINATOR � COM 2 COORD -I « � TO NAV AND �-- CONTROL WHEEL NAV MAP LIGHTS Q)-- TO INSTRUMENT LIGHTS J- INST () LTS � �-- TO STROBE UJ STR OBE LIGHTS -- TO TAXI LIGHTS � � � - � O) - TO TRANSPONDER XPND R 0)- TO AUTOPILOT AUTO PILOT 0) - TO ADF ADF TAXI �e-TO PITOT �[ Rl HEAT LEGEND F=�=��--� (1 ) BAS E (2) ALL OTHERS Fig u re 7-7A. Electrical Schematic (Serials 1 72S8704 and On) (Sheet 2 of 2) Dec 30/00 7-3 1 SECTION 7 A I R P LAN E & SYSTEMS DESC R I PTION C ESSNA MODEL 1 72S The airplane uses a power d istribution module (J-Box) , located on the left forward side of the firewal l , to house all relays used th roughout the airplane electrical system . In additio n , the alternator control u n it and the external power con nector are housed with i n the module. AN N U NCIATOR PAN E L An annunciator panel (with i ntegral toggle switch) is located on the left s ide of the i nstru ment panel and provides caution (amber) and warning (red) messages for selected portions of the airplane systems. The ann unciator is designed to flash messages for approximately 1 0 seconds to gain the attention of the pilot before changi ng to steady o n . The annunciator panel cannot be tur n ed off by the pilot. I nputs to the annunciator come from each fuel transmitter, the low oil pressu re switch , the vac u u m transducers and the alternator control u nit (AC U ) . Individual LED bu lbs i l l u m i nate each message and may be replaced through the rear of the annu nciator. I l l u m i nation i ntensity can be controlled by placi ng the toggle switch in either the D I M or BRT positions (earlier serial n u m ber ai rplanes) or the DAY or N I G HT positions (later serial number airplanes) . The annunciator panel can be tested by placing the Master switch in the ON position and holdi ng the annu nciator panel test switch in the TST (earlier serial n u mber airplanes) or the TEST (later serial n u mber airplanes) position. All amber and red messages wil l flas h u ntil the switch is released . N OTE I 7-32 When the Master switch is turned ON, some annu nciators will flash for approxim ately 1 0 seconds before i l l u m i nating stead ily. When the ann unciator panel test switch is held i n the TST (earlier serial number airplanes) or the TEST (later serial n u mber airplanes) position, all remai n i ng lights will flash u ntil the switch is released . Revision 4 I C ESSNA MOD EL 1 72S SECTION 7 AI RPLANE & SYSTEMS DESC R I PTION MASTER SWITCH The master switch is a split-rocker type switch l abeled MASTER' and is ON i n the up position and OFF i n the down pos ition . The I right h alf of the switch , labeled BAT, controls the battery power to the airplane. The left half, labeled ALT, contro ls the alternator. A CAUTION PRIOR TO T U R N I N G TH E MAST E R SWITCH ON O R O FF, STARTI N G TH E E N G I N E OR APPLYI N G AN EXTERNAL POWER SO U RCE, TH E AVIO N I CS MASTER SWITCH S H O U L D BE TU R N E D O F F TO P R EVENT AN Y HAR M F U L TRANSI ENT VOLTA G E FROM DAMAG I N G T H E AVION ICS EQU I P M ENT. Normally, both sides of the master switch should be used simu ltaneously; however, the BAT side of the switch cou ld be tu rned on separately to check equ ipment while on the ground. To check or use avionics equipment or radios while on the gro u nd , the avionics power switch must also be turned on. The ALT side of the switch , when placed i n the OFF position , removes the alternator fro m the electrical system . With th is switch i n the OFF positio n , the enti re electrical load is placed on the battery. Contin ued operation with the alternator switch in the OFF position will reduce battery power lowl enough to open the battery contactor, remove power from the alternator field, and prevent alternator restart. l Revision 4 7-33 SECTION 7 AI RPLAN E & SYSTEMS D ESCR I PTION C ESSNA MODEL 1 72S AVI O N I CS MAST E R SWITCH Electrical power for each Avionics Bus is supplied from a primary Electrical Bus. For airplane serial n u m bers 1 72S800 1 through 1 72S8703, except for certai n non- U .S. certified airplanes , both Avionics Buses are controlled by a s ingle-section rocker-type Avionics Master switch . At serial n u m ber 1 72S8704 and o n , a two­ section or "split" rocker-type Avionics Master switch controls power to each Avionics Bus i ndependently. Placing the rocker in the up (ON) position provides power to the Avionics Bus. Placing the rocker i n the down (OFF) position removes power from the Avionics Bus. The Avionics Master switch is located on the lower left side of the i nstrument panel. N OTE For airplane serial numbers 1 72S80 0 1 through 1 72S8703, aircraft certified outside the U nited States can have a two­ section or "split" Avionics Master switch . The two-section Avionics M aster switch enables i ndependent operation of Avionics Bus 1 and Avionics Bus 2 . With t h e Avionics Master rocker i n t h e O F F position, n o electrical power is provided to the avionics, even when the Master switch or the individual avionics component eq u i pment switches are in their ON positions. The Avionics Master switch (both sides, if two-section) should be placed in the OFF position before switch i ng the Master switch ON or OFF, starti ng the eng i ne, or applying an external power sou rce. Each avionics bus also i ncorporates a separate circu it breaker i nstalled between the pri mary bus and the avionics master switch . I n t h e event o f an electrical malfunctio n , this breaker will trip and take the effected avionics bus off-line. A MM ET E R I The ammeter/vacuu m gage is located on the lower left side of the i nstrument panel. It i ndicates the amo u nt of current, i n amperes , fro m the alternator to the battery or from the battery to the airplane electrical system . When the eng i ne is operating and the master switch is tu rned o n , the ammeter i ndicates the charging rate applied to the battery. I n the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter i ndicates the battery d ischarge rate. 7-34 Revision 4 C ESSNA MOD E L 1 72S SECTION 7 AI RPLA N E & SYSTE MS DESC R I PTION lOW VOLTAGE AN N U NCIATION The low voltage warning annu nciator is incorporated in the ann unciator panel and activates when voltage fal ls below 24.5 volts. If low voltage is detected, the red ann unciation VOLTS wil l flash for approxi mately 1 0 seconds before i l l u m i nating steadily. The pilot cannot turn off the annunciator. l In the event an overvoltage condition occurs, the alternatorcontro l u n it automatical ly opens the ALT FLO circuit breake� ,I removing alternator field cu rrent and sh uttin g off the alternator. Th e! battery wil l then supply system current as shown by a d ischarge rate on the ammeter. U nder these conditions, dependi ng on electrical system load , the low voltage warning annunciator will i l l u m i nate when system voltage drops below normal . The alternator control u n it may be reset by resetting the circuit breaker. If the voltage warning annu nciator extinguishes, normal alternato charg i ng has resu med ; however, if the ann unciator i l l u m inate again , a m alfunction has occurred , and the flight should b term inated as soon as practicable. 10� N OTE I I l l u m i nation of the low voltage annunciator and ammeter d ischarge i ndications may occur d u ring low RPM conditions with an electrical load on the system , s uch as d u ring a low RPM taxi. U nder these conditions, the l ig ht will go o ut at h ig her RPM. C I R C U IT B R EAKERS A N D FUSES All circuit breakers i ns ide the ai rplane are of the "push to reset" or "switch/breaker" type. The power distribution module uses spade type (automotive style) fuses and one glass type fuse (controlling the clock) . Spare fuses for the power distribution module are located i ns ide the module. If one of the spare fuses is used , a replacement spare should be obtained and rei nstal led before th e next flight. Revision 4 7-35 SECTION 7 AI RPLAN E & SYSTEMS D ESC R I PTION I I CESSNA MODEL 1 72S EXTERNAL POW E R RECEPTACL E An external power receptacle is i ntegral to the power distribution mod u le and allows the use of an external electrical power sou rce for cold weather starting, and d u ring lengthy maintenance work on electrical and avionics equ ipment. The receptacle is located on the left side of the engine cowl ing, j ust forward of the firewall and m idway up the side. Access to the receptacle is gained by removing the cover plate (earl ier serial n u mber airplanes) or opening the h i nged access door (later serial number airplanes) . The power distri bution module (J-Box) incorporates a circuit which will close the battery contactor when external power is applied through the gro u nd service plug receptacle with the master switch tu rned on. Th is feature is i ntended as a servicing aid when battery power is too low to close the contactor, and should not be used to avoid performing proper maintenance procedu res on a low battery. NOTE I I I 7-36 8 If no avionics equ ipment is to be used or serviced , the avionics master switch should be i n the OFF position . If mai ntenance is requ i red on the avionics equipment, use a reg ulated external power source to prevent damage to the avionics eq u ipment by transient voltage. Do not crank or start the eng ine with the avionics master switch i n the ON positio n . 8 Before connecting a n external power sou rce (generator type or battery cart) , the avionics master switch and the master switch should be tu rned off. Revision 4 C ESSNA MODEL 1 72S S ECTION 7 A I RP LA N E & SYSTEMS DESC R I PTION LIG HTIN G SYSTEMS EXTER I O R LIG HTI N G Exterior l ighting consists of navigation lights on the wing tips and top of the rudder, a dual l andi ng/taxi l ig ht configuration located i n the l eft wi ng leading edge, a flashing beacon mounted on top o f the vertical fin , and a strobe light on each wing tip. I n addition, two courtesy lights are recessed i nto the lower su rface of each wing and provide i ll u m ination for each cabi n door area. The exterior cou rtesy lights (and the rear cabi n dome lig ht) are turned on by pressing the rear cabi n l ight switch . Pressing the rear cab i n l ight switch again wi ll extinguish the th ree lights. The remaining exterior l ights are operated by breaker/switches located on the lower l eft i nstru ment panel . To activate these lights, place switch in the U P positio n . To deactivate light, place in the DOWN positio n . NOTE The strobes and flash ing beacon sho uld not be used when flyi ng th rough clouds or overcast; the flash ing l ig ht reflected from water droplets or particles in the atm osph ere, particu larly at n ig ht, can produ ce vertigo and loss of orientation . INTERIOR L I G HTING I nterior l ig hting is controlled by a combination of flood l ighting, glaresh ield l ig hti ng, pedestal l ig hting, panel l ig hting, radio lighting and pilot control wheel l ig hting. Flood lighting is acco mplished using two lights i n the front and a single dome l ight i n the rear. Al l flood lights are contained i n the overhead console, and are turned on and off with push type switches located near each l ig ht. The two front lights are i nd ividually rotatable, providing d i rectional l ighting for the pilot and front passenger. The rear dome light is a fixed position l ight and provides for general i l l u m i nation in the rear cabin area. J uly 8/98 7-37 S ECTION 7 AIRPLAN E & SYSTEMS D ESC R I PTION C ESSNA MODEL 1 72S series of LED lig hts recessed i nto the lower surface of the I glaresh ield . Th is l ig ht is control led by rotating the G LARES H I ELD G l areshield lighting is provided by either a fluorescent l ig ht or a LT dim m er, located below the nav i ndicators. Rotating the d i m mer clockwise i ncreases lig ht i ntensity, and rotating the dimmer cou nterclockwise decrease l ig ht i ntensity. Pedestal l ig hting consists of a single, hooded light located above the fuel selector.This l ight is controlled by rotating the PED ESTAL LT d i m mer, located below the nav i ndicators. Rotating the d i m mer clockwise increases l ig ht i ntensity, and rotating the dimmer counterclockwise decreases light i ntensity. Panel l ig hting is accomplished using i nd ivid ual lights mounted i n each i nstru ment and gauge. These l ights are wi red i n paral lel and are control led by the PAN EL LT dimmer, located below the nav i ndicators . Rotating the d i m mer clockwise increases light i ntensity, and rotating the dimmer cou nterclockwise decreases light i ntensity. I Pilot control wheel l ig hting is accomplished by use of a rheostat and l ig ht assembly, located u nderneath the pilot control whee l . The lig ht provides downward i l l u m i nation from the bottom of the control wheel to the pilot's lap area. To operate the light, first turn on the NAV light switch , then adjust the map light i ntensity with the knu rled rheostat knob. Rotating the d i m mer clockwise increases l ig ht i ntensity, and rotating the d i m mer cou nterclockwise decreases l ig ht i ntensity. In addition to the RAD IO LT d i mmer, l ighting i ntensity for the avionics displays and the NAV i ndicators (pilot's panel) is controlled by the annunciator panel test switch . When the switch is i n the BRT position (earl ier serial n u mber airplanes) or the DAY position (later serial n u mber ai rplanes) , this lighting may be off regardless of the RAD I O LT d i m mer position. Regardless of the l ig ht system in question, the most probable cause of a light fail u re is a bu rned out bulb. However, i n the event any of the lighting systems fai l to i l l u m i nate when tu rned on, check the appropriate circuit breaker. If the circu it breaker has opened, and there is no obvious i ndication of a short circuit (smoke or odor) , turn off the light switch of the affected l ig ht, reset the breaker, and turn the switch on again . If the breaker opens again , do not reset it. 7-38 Revision 4 C ESSNA MODEL 1 72S SECTION 7 A I R P LANE & SYSTEMS D ESC R I PTION CABI N H EATI N G , VE NTI LATI NG A N D D EFR OSTIN G SYSTEM The temperatu re and volume o f airflow i nto t h e cabin can be reg u lated by manipulation of the push-pu l l CAB I N HT and CAB I N A I R controls (Refer to Fig u re 7-8) . Both controls are t h e double­ button locking type and permit i ntermediate settings. For cabi n venti lation , pull the CAB I N AIR knob o ut. To raise the air temperatu re, pull the CAB I N HT knob out approxi mately 1 /4 to 1 12 i nch for a small amo u nt of cabin heat. Additional heat is available by pulling the knob out farther; maxim u m heat is avai lable with the CAB I N HT knob pulled out and the CAB I N AI R knob pushed full i n . When no heat is desi red i n the cabin, the CAB I N HT knob is pushed fu ll i n . Front cabin heat and ventilating a i r is supplied b y o utlet holes spaced across a cabi n manifold j ust forward of the pilot's and copi lot's feet. Rear cabin h eat and air is supplied by two ducts fro m t h e m an ifold, o n e extending down each s ide o f t h e cabin t o a n outlet j ust aft o f the rudder pedals at floor level. Windsh i eld defrostl air is also supplied by two ducts lead i ng from the cabi n man ifold to defroster outlets near the lower edge of the winds h ield . Two knobs control sliding valves in either defroster outlet to permit reg ulation of defroster airflow. Separate adjustable ventilators supply add itional ai r; one near each u pper corner of the windsh ield supplies air for the pilot and copilot, and two ventilators are available for the rear cabin area to supply ai r to the rear seat passengers. There are additional ventilators located i n various positions i n the cockpit. l Revision 4 7-3 9 C ESSNA MODEL 1 72S SECTION 7 AI RPLANE & SYSTEMS D ESC R I PTION EXHAUST M U FFLER S H RO U D H EATE R VALVE CABI N H EAT CONTROL FORWARD CAB I N LOWER VENTI LATI N AIR OUTLET ��!:.-.::Ib-.....:1j.����--'t FORWARD CAB I N LOWER VENTI LATI N G A I R OUTLET R EAR CAB I N VENTI LATI N G A I R OUTLETS ( 2 ) � ;/ 0585C1 0 1 5 Figu re 7-8. Cabin Heating, Ventilating and Defrosting System . 7-40 J u ly 8/98 CESSNA MODEL 172S SECTION 7 AIRPLANE & SYSTEMS DESCRIPTION PITOT-STATIC SYSTEM AND INSTRUMENTS The pitot-static system supplies ram air p ressure to the a irspeed indicator and static p ressu re to the airspeed indicator, vertical speed indicator and altim eter. The system is composed of a h eated p itot tube mounted on the lower surface of the left wing, an external static port on the lower left side of the forward fuselage, and the associated p l u m bi ng necessary to connect the instruments to the sources. The heated pitot system consists of a heatin g element i n the p itot tube, a 5-'am p switch/breaker labeled PITOT HEAT, and associated wiring. The switch/breaker is located on the lower left side of the instrument panel . When the pitot heat switch is turned on, the element in the p itot tube is heated electrically to m aintain p roper operation i n possible icing conditions. A static p ress u re alternate source valve is i nstalled below the throttle, and can be used if the external static source is malfunction i n g . Th is valve supplies static pressure from inside the cabin instead of the external static port. If erroneous instru ment readings are suspected due to water or ice i n the p ress u re line going to the standard external static p ressu re sou rce, the alternate static sou rce valve should be pu lled on. Pressu res with in the cabin will vary with open heater/vents and windows. Refer to Section 5 for the effect of varying cabin p ressu res on airspeed read ings. July 8/98 7-41 SECTION 7 AIRPLANE & SYSTEMS DESCRIPTION CESSNA MODEL 172S AIRSPEED INDICATOR The airspeed indicator is calibrated in knots. It incorporates a true airspeed window which allows true airspeed to be read off the face of the dial. In addition , the indicator incorporates a window at the twelve o'clock position which displays pressure altitude overlayed with a tem perature scale. Lim itation and range markings (in KIAS) incl ude the wh ite arc (40 to 85 knots ) , green arc (48 to 129 knots) , yel low arc (129 to 163 knots) , and a red line (163 knots) . To find true airspeed, first determ ine pressure altitude and outside air tem perature. Using this data, rotate the lower left knob until pressure altitude aligns with outside air tem perature in the twelve o'clock window. True airspeed (corrected for pressure and temperature) can now be read in the lower window. VERTICAL SPEED INDICATOR The vertical speed indicator depicts airplane rate of climb or descent in feet per min ute. The pointer is actuated by atmospheric pressure changes resu lting from changes of altitude as supplied by the static source . 7-42 Julv 8/98 CESSNA MODEL 1 72S SECTION 7 AI RPLANE & SYSTE MS D ESCRI PTION ALT I M ETE R Airplane altitude is depicted by a barometric type altimeter. A knob n ear the lower left portion of the indicator provides adjustment of th e i nstrument's barometric scale to the current alti meter setting . VAC U U M SYSTE M A N D I NSTR U M E NTS The vacu u m system (Refer to Figure 7-9) provides suction necessary to operate the attitude i ndicator and the directional indicator. The system consists of two engine-driven vacu u m pu mps, two pressu re switches for measuri ng vacu u m available through each pump, a vacu u m relief valve, a vacuu m system air fi lter, vacuu m operated i nstru ments, a vacu u m gauge, low vacu u m warni ng on t h e annunciator, and a manifold with check valves to allow for normal vacuum system operation if one of the vacu u m pumps should fail . l ATTITU D E I N DI CATOR The attitude i ndicator is a vacu u m air-driven gyro that g ives a visual i ndication of flight attitude. Bank attitude is presented by a poi nter at the top of the indicator relative to the bank scale which has index marks at 1 0°, 20°, 30°, 60°, and 90° either side of the center mark. Pitch and rol l attitudes are presented by a miniature airplane superimposed over a symbolic horizon area divided i nto two sections by a wh ite horizon bar. The upper "bl u e sky" area and the lower "gro u nd" area have pitch reference li nes usefu l for pitch attitude control . A knob at the bottom of the instru ment is provided for in-flight adj ustment of the symbolic airplane to the horizon bar for a more accurate flight attitude indication . D I RECTIONAL I N D I CATOR A directional indicator is a vacuu m ai r-driven gyro that displays airplane heading on a compass card in relation to a fixed s i m u lated airplane i mage and index . Th e indicator will precess slightly over a period of ti me. Therefore, the co mpass card should be set with the magnetic compass j ust prior to takeoff, and readjusted as requ i red th roughout the flight. A knob on the lower l eft edge of the i nstru ment is used to adjust the compass card to correct for precession. A knob on the lower right edge of the i nstru ment is used to move the heading bug. Revision 4 7-43 C ESSNA MODEL 1 72S SECTION 7 AIRPLAN E & SYSTEMS D ESC R I PTION LOW VACUUM SWITCHES (CONNECTED TO ANNUNCIATOR PANEL) VACUUM DISCHARGE AIR MANI FOLD CHECK VALVE DIRECTIONAL INDICATOR 0585C1 0 1 4 Fig ure 7-9. Vacuu m System 7-44 J u ly 8/98 CESSNA MODEL 1 72S SECTION 7 AIRPLANE & SYSTEMS DESCRIPTION I VAC U U M GAG E The vacuum gage is part of the vacuum gage/ammeter, located. on the lower left corner of the instrument panel. It is calibrated in inches of mercury and indicates vacuum air available for operation of the attitude and directional indicators. The desired suction range is 4.5 to 5 . 5 inches of mercury. Normally, a vacuum reading out of this range may indicate a system malfunction or improper adjustment, and in this case, the attitude and directional (heading) 1 indicators should not be considered reliable. However, due to lower atmospheric pressures at higher altitudes, the vacuum gage may. indicate as low as 4.0 in. Hg. at 20,000 feet and still be adequate for normal system operation. LOW VACU U M ANN U NC IATIO N Each engine-driven vacuum pump is plumbed to a common manifold, located forward of the firewall. From the tee, a single line runs into the cabin to operate the various vacuum system instruments. This tee contains check valves to prevent back flow into a pump if it fails. Transducers are located just upstream of the tee and measure vacuum output of each pump. If output of the left pump falls below 3 . 0 in. Hg., the amber L VAC message will flash on the annunciator panel for approximately 1 0 seconds before turning steady on. If output of the right pump falls below 3.0 in. Hg., the amber VAC R message wi" flash on the annunciator panel for approximately 1 0 seconds before turning steady on. If output of both pumps falls below 3 . 0 in. Hg., the amber L VAC R message will flash on the annunciator panel for approximately 1 0 seconds before turning steady on. Revision 4 7-45 SECTION 7 AIRP LAN E & SYSTEMS D ESC R I PTION C ESSNA MOD E L 1 72S I C LOCK / O.A.T. I NDICATO R I An i ntegrated clock / O.A.T. / voltmeter is i nstal led in the u pper left side of the i nstru ment panel as standard equ i pment. For a comPlete description and operating instructions, refer to the Supplements, Section 9. STAL L WAR N I N G SYSTE M The airplane is equ ipped with a pne u matic type stall warning system consisting of an i nlet i n the l eading edge of the left wi ng, an l air-operated horn near the upper left corner of the windshi eld, and associated pl u mbin g . As the airplane approaches a stall , the low pressu re on the u pper su rface of the wings moves forward aro u nd the leading edge of the wi ngs. This low pressure creates a d ifferential pressu re i n the stall warning system wh ich draws air through the warning horn, resulting i n an audible warn i ng at 5 to 1 0 knots above stall i n all flight conditions. STANDARD AVIO NICS Standard avio nics for the Model 1 72S airplanes i nclude the fol lowing equ ipment: KX- 1 55A KT-76C KMA-26 3000- 1 1 Nav/Com Radio with KI 208 or K I 209A I ndicator Head Transponder Audio Panel E mergency Locator Transmitter ( ELT) For co mplete operati ng instructions on the standard and optional l avionics systems, refer to the Supplements, Section 9. 7-46 M ay 30/00 CESSNA MODEL 1 72S SECTION 7 AI RPLA N E & SYSTEMS DESC R I PTION AVI O N I CS S U P PO RT EQUI PMENT Avionics operations are supported b y t h e avionics cooling fan , m icrophone a n d headset i nstall ations a n d static d ischarge wicks. AVI O NICS COO LING FAN An avionics cooling fan is i nstall ed on th e left side of the i nterior firewall . The system utilizes a single electric fan and associated ductwork to force-cool the center stack radios . l Power to the electric fan is su pplied through the AVN FAN circuit breaker. The fan operates whenever the Master and AVionics Master switches are both ON. MICROPHONE A N D H EADSET I NSTALLATIONS Standard equ i pment for the airplane includes a hand-held m i crophone, an overh ead speaker, two remote-keyed m icrophone switches on the control wheels , and provisions for boom mic/headsets at each pilot and passenger station . The hand-held m icrophone contains a n i ntegral push-to-talk switch . This m icrophone is plugged i nto the center pedestal and is accessible to both the pilot and front passenger. Depressing the push-to-talk switch allows audio transm ission on the Com rad ios . The overhead speaker is located i n the center overhead console. Vol u m e and output for this speaker is controlled through the audio panel . Each control wheel contains a miniatu re push-to-talk switch . This switch allows the pilot or front passenger to transm it on the Com radios using remote mics. Each station of the airplane is wi red for aviation-style h eadsets. M i c and headphone jacks are located on each respective arm rest and allow for com m u nications between passengers and pilot. The system is wi red so that m icrophones are al l voice-activated . 1 Add itional wiring provisions inside the audio panel ensure that only the pi lot or front passenger can transmit through the com radios. Revision 4 7-47 S ECTION 7 AIRPLANE & SYSTEMS D ESC R I PTION C ESSNA MODEL 1 72S NOTE To ensure audibility and clarity when transmitti ng with the handheld m icrophone, always hold it as closely as possible to the l ips, then key the microphone and speak d i rectly i nto it. Avoid covering opening on back side of m icrophone for opti m u m noise canceling. STATIC D ISCHARG ER S Static wicks (static d ischargers) are installed at various poi nts thro ughout the airframe to reduce i nterference from precipitation static. U nder so me severe static conditions, loss of radio signals is possible even with static d ischargers installed. Whenever possible, avoid known severe precipitation areas to prevent loss of dependable radio sig nals. If avoidance is i mpractical , m i n imize airspeed and anticipate temporary loss of radio signals wh ile i n these areas. Static dischargers lose their effectiveness with age, and therefore, shou ld be checked periodically (at least at every annual i nspection) by q ualified avionics tech n icians, etc. 7-48 J u ly 8/98 CESSNA MODEL 1 72S S ECTION 7 AIRPLANE & SYSTEMS DESCRIPTION CABIN FEATURES E M ER G EN CY LOCATOR TRANSMITTER (ELT) A remote switch/annunciator is installed on the top center location of the copilot's i nstrument panel for control of the ELT from the flight crew station. The annunciator, which is i n the center of the rocker switch, illuminates when the ELT transmitter is transmitting . The ELT emits an omni-directional signal on the international d istress frequencies of 1 21 .5 M Hz and 243.0 M Hz. General aviation and commercial aircraft, the FAA and CAP monitor 1 21 .5 M Hz, and 243.0 M Hz is monitored by the m i litary. For a basic overview of the EL T, refer to the Supplements, Section 9. I CABI N FIRE EXTIN G U ISHER A portable Halon 1 2 1 1 (Bromochl orodifl uoromethane) fire extingu isher is standard and is i nstalled on the floorboard near the pilot's seat where it would be accessible in case of fire. The extinguisher has an Underwriters Laboratories classification of 5B:C. If i nstalled, the extinguisher should be checked prior to each flight to ensure that its bottle pressure, as i ndicated by the gauge on the bottle, is within the green arc (approximately 1 25 psi) and the operating lever lock pin is securely in place. To operate the fire extinguisher: 1 . Loosen retaining clamp(s) and remove extinguisher from bracket. 2. Hold extinguisher upright, pull operating ring pin, and press lever while directing the discharge at the base of the fire at the near edge. Progress toward the back of the fire by moving the nozzle rapidly with a side to side sweeping motion. May 30/00 7-49 SECTION 7 AIRPLANE & SYSTEMS DESCRI PTION CESSNA MODEL 1 72S A WAR N I N G VENTILATE T H E CABI N PROMPTLY AFTER S U C.. CESSFUllY EXTIN G U IS H I NG THE FIRE TO RE­ DUCE THE GASES PRODUCED BY THE R MAL DECOMPO SITION. 3. �nticipate a pproximately eight seconds of discharge dura­ tIon. Fire extinguishers should be recharged by a qualified fire extin­ guisher agency after each use. Such agencies are listed under " Fire Extinguisher" in the telephone directory. After recharging, se­ cure the extinguisher to its mounting bracket; do not allow it to lie loose on shelves or seats. 7-50 Jul / CESSNA MODEL 1 72S SECTION 8 HANDLING, SERVICE & MAINTENANCE SECTI N 8 HAN LIN , SERVICE MAINTENANCE & Page TABLE OF CONTENTS I ntroduction Identification Plate Cessna Owner Advisories United States Airplane Owners I nternational Airplane Owners Publications Airplane File Airplane I nspection Periods FAA Required Inspections Cessna Inspection Programs Cessna Customer Care P rogram Pilot Conducted Preventive Maintenance Alterations Or Repairs Ground Handling Towing Parking Tie-Down Jacking Leveling Flyable Storage Servicing Oil Oil Specification Recommended Viscosity for Temperature Range . . . . . . . . . . . . May 30/00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3 8-4 8-4 8-5 8-5 8-5 8-6 8-7 8-7 8-8 8-9 8-9 8-1 0 8-1 0 8-1 0 8- 1 1 8-1 1 8-1 1 8-1 2 8-1 2 8-1 3 8- 1 4 8- 1 4 8- 1 4 8-1 SECTION 8 HANDLING, SERVIC E & MAINTENANCE CESSNA MODEL 172S TABLE OF CONTENTS (Continued) Capacity of Engine Sump Oil and Oil Filter Change . . . . . . . . Fuel Approved Fuel G rades (and Colors) Fuel Capacity . . Fuel Add itives . . . . . . . . . . . . . . . . Fuel Contamination . . . Landing Gear . . . . . . . . . . . . . . . . . . Cleaning And Care . Windshield And Windows . . . . . . . Painted Surfaces Propeller Care . . . . . . . . . . . . . . . Engine Care I nterior Care . . . . . . . . . . . . . 8-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15 8-15 8-16 8-16 8-16 8.. 16 8..20 8-21 8-21 8-21 8..22 8-23 8-23 8-24 Ma 30/00 C ESSNA MODEL 1 72S SECTION 8 HAN D L I NG , S E RVICE & MAI NTENANCE I NTRODUCTION Th is section contains factory reco m mended procedu res for proper gro u nd handling and routine care and servicing of you r airplane. I t also identifies certain inspection and maintenancd requ i rements which m ust be followed if you r airplane is to retai n that new airplane performance and dependability. It is i mportant to follow a plan ned schedule of l ubrication and preventive m ai ntenance based on cli matic and flyi ng conditions encou ntered i n you r local area. Keep in touch with you r local Cessna Service Station and take advantage of their knowledge and experience. You r Cessna Service Station knows you r airplane and how to mai ntai n it, and wi ll rem ind you when l ubrications and oil changes are necessary, as wel l as other seasonal and periodic services. l The ai rplane should be regu larly i nspected and maintained i n accordance with i nformation fou nd i n t h e airplane m ai ntenance manual and i n company issued service bulletins and service newsletters . All service bulletins pertai ning to the aircraft by serial n u mber should be accompl ished and the airplane should receive repetitive and req u ired inspections . Cessna does not condone modifications, whether by Supplemental Type Certificate or otherwise, u nless these certificates are held and/or approved by Cessna. Other modifications may void warranties on the ai rplane since Cessna has no way of knowing the ful l effect on the overall airplane. Operation of an airplane that has been modified may be a risk to the occupants , and operating procedu res and performance data set forth i n the operating h andbook may no longer be considered accurate for the modified airplane. May 30/00 8-3 S ECTION 8 HAN DL I N G , S E RVICE & MAI NTENANC E CESSNA MODEL 1 72S I DE NTIFICATION P LATE All correspondence regarding you r airplane shou ld i nclude the Serial N u mber. The Serial N u mber, Model N u m ber, Produ ction Certificate N u mber (PC) and Type Certificate N u m ber (TC) can be fou nd on the Identification Plate, located on the aft l eft tailcone. A secondary Identification Plate is installed on the lower part of the left forward doorpost on earlier serial n u mber airplanes. The Finish and Trim Plate, located on the lower part of the left forward doorpost, contains a code describing the exterior pai nt confi g uration for the airplane. The code m ay be used i n conj unction with an applicable I l l ustrated Parts Catalog if fin ish and tri m i nformation is n eeded . I CESSNA OWNE R A DVISO R I ES C essna Owner Advisories are sent to Cessna Aircraft FAA Registered owners of record at no charge to i nform them about mandatory and/or beneficial aircraft service requ i rements and product changes. Copies of the service bulletins are avail able from Cessna Service Stations and Cessna Customer Service. 8-4 Revision 4 CESSNA MODEL 1 72S SECTION 8 HAN DLI NG , SERVICE & MAINTENANCE U N ITED STATES A I R PLAN E OWN ERS If your airplane is registered in the U. S., appropriate Cessna Owner Advisories will be mailed to you automatically according to the latest aircraft registration name and address which you have provided to the FAA. Therefore, it is i mportant that you provide correct and u p-to-date mailing i nformation to the FAA. If you requ i re a dupl icate Owner Advisory to be sent to an address d ifferent from the FAA aircraft registration address, please co mplete and return an Owner Advisory Appli cation (oth erwise no action is req u i red on you r part) . INTERNATIONAL A I R P LA N E OWN ERS To receive Cessna Owner Advisories, please co mplete and return an Owner Advisory Appl icatio n . Receipt o f a valid Owner Advisory Application wil l establish your Cessna Owner Advisory service for one year, after which you wi ll be sent a renewal notice. It is i mportant that you respond promptly to update you r address for this critical service. P U B LICATIONS Various publications and flight operation aids are furnished i n the airplane when delivered fro m the factory. These items are l isted below. • • • • • Customer Care Program Handbook Pilot's Operating H andbook and FAA Approved Airplane Flight Manual P ilot's Checklist Passenger Briefing Card Cessna Sales and Service D irectory To obtain add itional publ ications or Owner Advisory i nformation, you may contact Cessna's Product Support Department at (3 1 6) 5 1 7-5800. Fax (3 1 6) 942-9006 or write to The Cessna Aircraft l Co mpany, P . O. Box 7706, Wich ita, KS 67277, Dept 75 1 C . Revision 4 8-5 S ECTION 8 HAN D L I N G , S E RVICE & MAI NTENANCE C ESSNA MOD E L 1 72S The fol lowing add itional publications, plus many other supplies that are applicable to you r airplane, are available fro m you r local Cessna Service Station . • • I nformation Man u al (contains P ilot's Operating H andbook I nformation) Mai ntenance Man u al , Wiring Diagram Man u al and I llustrated Parts Catalog You r local Cessna Service Station h as a Customer Care Supplies and Publ ications Catalog covering all available items, many of which the Service Station keeps on hand . The Service Station can place an order for any item wh ich is not in stock. N OTE I A P ilot's Operating Handbook and FAA Approved Airplane Flight Manual which is lost or destroyed may be replaced by contacting you r local Cessna Service Statio n . An affidavit contain i ng the owner's name, airplane serial number and reason for replacem ent must be i ncl uded in replacem ent requests since the P ilot's Operating H andbook and FAA Approved Airplane Flight Manual is identified for specific serial n u mbered ai rplanes only. A I R P LA N E F I L E There are miscellaneous data, i nformation and licenses that are a part of the airplane fi le. The fo llowing is a checklist for that file. I n addition , a periodic check shou ld b e made o f t h e latest Federal Aviation Regulations to ensure that all data requ irements are met. To be displayed in the airplane at all times : 1 . Aircraft Ai rworthiness Certificate ( FAA Form 81 00-2) . 2 . Ai rcraft Registration Certificate (FAA Form 8050-3). 3. Ai rcraft Radio Station License (if applicable) . 8-6 Revision 4 CESSNA MODEL 1 72S SECTION 8 HANDLING, SERVICE & MAINTENANCE To be carried in the airplane at all times: 1 . Current Pilot's Operating Handbook and FAA Approved l Airplane Flight Manual. 2. Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form , FAA Form 337, if applicable). 3. Equipment List. To be made available upon request: 1 . Airplane Logbook. 2. Engine Logbook. Most of the items listed are required by the United States Federal Aviation Regulations. Since the Regulations of other nations may require other documents and data, owners of airplanes not registered in the United States should check with their own aviation officials to determine their individual requ irements. Cessna recommends that these items, plus the Pilot's Checklists, Customer Care Program Handbook and Customer Care Card , be carried in the airplane at all times. AIRPLANE I NSPECTION PERIODS FAA REQUIRED I NSPECTIONS As required by U .S. Federal Aviation Regulations, all civil aircraft of U.S. registry must undergo a complete inspection (annual) each twelve calendar months. In addition to the required ann ual i nspection, aircraft operated commercially (for hire) must have a complete inspection every 1 00 hours of operation. The FAA may require other i nspections by the issuance of airworthiness directives applicable to the airplane, engine, propeller and components. It is the responsibility of the owner/operator to ensure compliance with all applicable airworthiness directives, and when the i nspections are repetitive, to take appropriate steps tO prevent inadvertent noncompliance. I May 30/00 8-7 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL 172S CESSNA INSPECTION PROGRAMS In l ie u of the 100 hour and ann u al inspection req u i rements, an may be inspected in accordance with a Progressive Care Inspection Program or a PhaseCard I nspection Program. Both programs offer systems which allow the work load to be divided into smaller operations that can be accomplished in shorter time pe riods. l airPlane I I The Cessn a Progressive Care Inspection P rogram allows an airplane to be inspected and m aintained in fou r operations. The fou r operations are recycled each 200 hours and are recorded i n a specially p rovided Aircraft I nspection Log as each operation is conducted. The PhaseCard I nspection Program offers a parallel system for h i gh-utilization flight operations (app roximately 600 flight h o u rs per year). This system util izes 50 h o u r intervals (Phase 1 and Phase 2) to i nspect high-usage systems and components. At 12 months o r 600 flight hours, whichever occu rs first, the airplane undergoes a com plete (Phase 3) inspection. Regardless of the inspection method selected) . the owner sho u ld kee p in mind that FAR Part 43 and FAR Part 91 establishes the requ i rement that p roperly certified agencies or personnel accomplish ail req u i red FAA inspections and most of the manufacture r recommended inspections. 8-8 Mav 30/00 I. I CESSNA MODEL 1 725 SECTION 8 HAN DLI NG, SERVICE & MAI NTENANCE CESSNA CUSTO M E R CARE P ROGRAM S pecific benefits and other i mportant benefits Care Program Handbook Care Program Handbook the airplane at all ti mes. provisi ons of the Cessna Warranty plus for you are contained in your Customer supplied with your airplane. The customer should be thoroughly reviewed and kept i n l You will also want to return to your Cessna Service Station either at 50 hours for your first Progressive Care Operation, or at 1 00 hours for your first 1 00 hour inspection depending on which program you choose to establish for your airplane. While these important inspections will be performed for you by any Cessna Service Station, in most cases you wil l prefer to have the Cessna Service Station from whom you purchased the airplane accomplish this work. PILOT CONDUCTED PREVENTIVE MAINTENANCE A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane. Refer to FAR Part 43 for a l ist of the specific maintenance operations which are allowed. NOTE Pilots operating airplanes of other than U.S. registry should refer to the regulations of the country of certification for i nformation on preventive maintenance that may be performed by pilots. May 30/00 8-9 SECTION 8 HANDLING, SERVICE & MAINTENANCE CESSNA MODEL 1 72S A M aintenance M anual must be obtained prior to performing any preventive maintenance to ensure that proper procedu res are i' Ifol lowed . You r local Cessna Service Station should be contacted for further information or for required maintenance which m ust be accomplished by appropriately licensed personnel. ALTERATIONS OR R EPAIRS It is essential that the FAA be contacted prior to any alterations on the airplane to e nsure that airworthiness of the airplane is not violated . Alterations or repairs to the airplane must be accomplished by l icensed personnel, util izing only FAA Approved components and FAA Approved data, such as Cessna Service Bulletins. GROUND HANDLING TOWING The airplane is m ost easily and safely m aneuvered by hand with the tow bar attached to the nose wheel (the tow bar is stowed on the side of the baggage area). When towing with a vehicle, do not lexceed the nose gear turning angle of 30° either side of center, or damage to the nose l anding gear will result. A CAUTION REMOVE ANY INSTALLED R U DDER LOCK BEFORE TOWING. If the airplane is towed or pushed over a rough surface d uring hangaring, watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resultin g contact with low hangar doors or structure. A flat nose tire or deflated strut wil l also increase tail height. 8- 1 0 Mav 30/00 I CESSNA MODEL 1 72S SECTION 8 HAN DLING, S E RVICE & MAINTENANCE PARKIN G When parking the airplane, head i nto the wind and set the parki ng brake. Do not set the parking brake during cold weatherl when accumulated moisture may freeze the brakes, or when the brakes are overheated. I nstall the control wheel lock and chock the wheels. In severe weather and high wind conditions, tie the airplane down as outlined in the fol lowing paragraph . TIE-DOWN Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie-down the airplane securely, proceed as fol lows: 1 . Set the parking brake and i nstall the control wheel lock. 2. I nstall a surface control lock over the fin and rudder. 3. Tie sufficiently strong ropes or chains (700 pounds tensile stren gth) to the wing , tail and nose tie-down fittings and secu re each rope or chain to a ramp tie-down. 4. I nstall a pitot tube cover. J ACKING When a requirement exists to jack the enti re airplane off the g round, or when wing jack poi nts are used in the jacking operation, refer to the Maintenance Manual for specific proced ures and eq u i pment required . Individ ual main gear may be jacked by using the jack pad which is incorporated in the mai n landing gear strut step bracket. When using the individual gear strut jack pad , flexibility of the gear strut wil l cause the mai n wheel to slide inboard as the wheel is raised, tilting the jack. The jack must then be lowered for a second jacking operation . Do not jack both main wheels simultaneously using the individual main gear jack pads. May 30/00 8- 1 1 SECTION 8 HANDLING, SERVICE & MAINTENANCE C ESSNA MODEL 1 72S A CAUTION DO N OT APPLY PRESSUR E ON THE E LEVATOR OR HORIZONTAL STABI LIZER SURFACES. WHEN PUSHING ON THE TAI LCONE, ALWAYS APPLY PRESSURE AT A BULKHEAD TO AVOI D BUCKLIN G T H E SKI N . If nose gear maintenance is required, the nose wheel may be raised off the g round by pressing down on a tailcone bulkhead, j ust forward of the horizontal stabi lizer, and allowing the tail to rest on the tai l tie-down ring. To assist i n raising and holding the nose wheel off the ground, groun d anchors should be utilized at the tai l tie down point. NOTE E nsure that the nose will be held off the ground under all conditions by means of suitable stands or supports u nder weight supporting bulkheads near the nose of the airplane. LEVELING Longitudinal leveling of the airplane is accomplished by placing a level on leveling screws located on the left side of the tailcone. Deflate the nose tire andlor lower or raise the nose strut to properly center the bubble in the level. Corresponding points on both u pper door sills may be used to level the airplane laterally. FLYABLE STORAGE Airplanes placed in non operational storage for a maximum of 30 days or those which receive only i ntermittent operational use for the first 25 hours are considered in flyable storage status. Every seventh day during these periods, the propeller should be rotated by hand through five revolutions. This action "limbers II the oil and helps prevent any accumulation of corrosion on engine cylinder walls. 18-12 Mav 30/00 CESSNA MODEL 1 72S SECTION 8 HAN D L I NG , SERVICE & MAI NTENANCE A WARN I NG FOR MAXI M U M SAFETY, C H E C K THAT THE I G N ITION SWITCH I S OFF, THE TH ROTTL E IS CLOS E D , T H E MIXT U R E CONTROL IS IN THE I D L E CUT OFF POSITIO N , AND TH E AI R PLANE IS SECU R E D B E FO R E ROTATI NG THE PROPELLER BY HAND . DO NOT STAN D WITH I N TH E ARC O F TH E PROPELLER B LA D ES WHILE TURNING T H E PROPELLER. After 30 days, the airplane should be flown for 30 m i nutes or a gro u nd run u p sho u ld be made just long enough to produce an oil temperatu re withi n the lower green arc range. Excessive ground ru nup sho u ld be avoided . Engine ru n u p also helps to eliminate excessive accu m ulations of water i n the fuel system and other air spaces i n the engine. Keep fuel tanks full to m i n im ize condensation in the tanks . Keep th e battery fully charged to prevent the electrolyte from freezing i n cold weather. If the airplane is to be stored temporarily, or i ndefin itely, refer to the Mai ntenance Man u al for proper storage procedu res . S E RVICING I n addition t o the Preflight I nspection covered i n Section 4 o f this handbook, complete servicing, i nspection and test req u irements for you r airplane are detailed i n the Maintenance Manual . The Maintenance Manual outlines all items which require attention at specific i ntervals plus those items which requ i re servicing, i nspectio n , and/or testing at special i ntervals . Since Cessna Service Stations conduct a" service , i nspectio n , a n d test procedu res i n accordance with applicable M ai ntenance Man uals, it is recommended that you contact you r local Cessna Service Station concerning these requirements and begin sched u ling your airplane for service at the recommended i ntervals . l Cessna Progressive Care ensures that these requirements are accomplished at the required i ntervals to co mply with the 1 00 hour or annual i nspection as previously covered. May 30/00 8-1 3 S ECTION 8 HAN D L I N G , S E RV I C E & MAI NTENANCE C ESSNA MODEL 1 72S Depending on various fl ight operations, you r local Government Aviation Agency may req u i re additional service, i nspections, or tests. For these reg ulatory requirements, owners should check with local aviation officials where the airplane is bei ng operated . For q u ick and ready reference, q uantities, materials specifications for frequ ently u sed service items are as fol lows. and OIL O I L SPECIFICATIO N I M I L-L-6082 or S A E J 1 966 Aviation G rade Straight Mineral Oil : Used when the airplane was delivered fro m the factory and should be used to replenish the supply duri ng the first 25 hours. Th is oil shou ld be drained and filter replaced after the fi rst 25 hours of operatio n . Refi ll the engine and conti nue to use until a total of 50 hours h as accu m u l ated or oil consumption h as stabilized . I M I L-L-2285 1 or SAE J 1 899 Aviation G rade Ashless D ispersant Oi l : Oil conform i ng to Textron Lycoming Service I nstruction No. 1 0 1 4, and all revision and supplements thereto , m ust be used after fi rst 50 hours, or when oil consu mption has stabilized . R E CO M M E N D E D VISCOSITY FOR TEMPERATU R E RAN G E M ultiviscosity or straight grade oil may be used th roughout t h e year for e n g i n e lubrication . Refer t o the following table for temperatu re verses viscosity ranges. Temperature Above 2rC (80°F) Above 1 6°C (60°F) -1 °C (30°F) to 32°C (90°F) -1 8°C (O°F) to 21 °C (70°F) Below -1 2°C (1 0°F) -1 8°C (O°F) - 32°C (90°F) All Temperatures 8-1 4 M IL-L-6082 or SAE J1 966 Straight Mineral Oil SAE Grade 60 50 40 30 20 20W-50 --- MIL-L-22851 or SAE J 1 899 Ashless Dispersant SAE Grade 60 40 or 50 40 30, 40 or 20W-40 30 or 20W-30 20W-50 or 1 5W-50 1 5W-50 or 20W-50 Revision 4 CESSNA MODEL 1 72S SECTION 8 HAN DLI NG , SERVICE & MAI NTENANCE l CAPACITY O F ENGINE S U M P The e n g i n e l ubrication system has a total capacity o f 9 q uarts Of oil, with the oil filter accou nting for 1 q uart of that total . The engine oil sump (crankcase) h as a capacity of 8 q uarts . The engine m ust not be operated with less than 5 quarts in the sump. For extended flights, the engine o i l level shou ld be at 8 quarts. O i l A N D O i l F i lT E R CHANGE After the first 25 hours of operatio n , drain the engine oil sump and replace the filter. Refill sump with straight mineral o i l and use u ntil a total of 50 hours has accumulated or oil consu mption h as stabil ized ; then change to ash less dispersant o i l . Ash less d ispersant oil (and oil fi lter) sho u ld then be changed at time i ntervals set forth by the engine manufacturer. NOTE D uring the first 25 hour oil and filter change, a general inspection of the overall engine compartment is requ ired . Items which are not normally checked d uring a prefl ight i nspection should be g iven special attention. Hoses, metal lines and fittings sho u ld be inspected for signs of oil and fuel leaks, and checked for abrasions, chafing, secu rity, proper routing and support, and evidence of deterioratio n . I nspect t h e i ntake and exhaust systems for cracks, evidence of le a kage, and security of attachment. Engine controls and linkages should be checked for freedom of move ment th rough their full range, security of attach ment and evidence of wear. I nspect wiri ng for secu rity, ch afing, burn i n g , defective insulation , loose or broken termi nals, heat deterioration, and corroded term inals. Check the alternator belt i n accordance with Maintenance Man ual instructions, and retighten if necessary. A periodic check of these items d u ri ng subsequent servici ng operations is recom mended. Revision 4 8-1 5 S ECTI ON 8 HAN D L I N G , S E RV I C E & MAINTENANCE C ESSNA MOD E L 1 72S FUEL APPROVED F U E l G RA D ES (AN D COlOR� 1 DOLL G rade Aviation Fuel (Blue) . 1 00 G rade Avi ation Fuel (Green) . NOTE Isopropyl alcohol or d iethylene glycol mono methyl ether ( D i E G M E) m ay be added to the fuel s upply in q uantities not to exceed 1 % (alcohol) or 0 . 1 50/0 ( D i E G M E) of total vol u me . Refer t o F u e l Additives i n later paragraphs for additional i nformatio n . F U E L CAPACITY I 56 . 0 U . S . Gallons Total : 28.0 U .S. G allons per tank. NOTE To ensure maxi m u m fuel capacity when refueling and m i n i m ize cross feeding, the fuel selector valve should be placed in either the LEFT or RIG HT position and the ai rplane parked i n a wings level, normal gro u nd attitude. Refer to Fig u re 1 - 1 for a defi n ition of normal gro u nd attitude. Service the fuel system after each flight, and keep fuel tanks fu ll to m i n i mize condensation i n the tanks. F U E L AD D ITIVES Strict ad herence to recommended prefl ight draining i nstructions as called for i n Section 4 wil l eliminate any free water accumulations from the tank su mps. While small amou nts of water may still remain in sol ution in the gasoline, it will normally be consu med and go u nnoticed in the operation of the engine. 8-1 6 May 30/00 CESSNA MODEL 1 72S SECTION 8 HANDLING , SERVICE & MAINTE NANCE One exception to this can be encountered when operating under the combined effect of: ( 1 ) use of certain fuels, with (2) high humidity conditions on the g round (3) followed by flight at high altitude and low temperature. Under these unusual conditions, small amounts of water in solution can precipitate from the fuel stream and freeze in sufficient quantities to induce partial icing of the engine fuel system . While these conditions are quite rare and wil l not normally pose a problem to owners and operators, they do exist i n certain areas of the world and consequently m ust be dealt with, when encountered. Therefore, to help alleviate the possibility of fuel icing occurring under these unusual conditions, it is permissible to add isopropyl alcohol or diethylene glycol monomethyl ether (Di EG M E) compound to the fuel supply. The introduction of alcohol or DiEGM E compound into the fuel provides two distinct effects: ( 1 ) it absorbs the dissolved water from the g asoline and (2) alcohol has a freezing temperature depressant effect. NOTE When using fuel additives, it must be remembered that the final goal is to obtain a correct fuel-to-additive ratio in the tank, and not just with fuel coming out of the refueling nozzle. For example, adding 1 5 gallons of correctly proportioned fuel to a tank which contains 20 gallons of untreated fuel will result in a lower-than-acceptable concentration level to the 35 gallons of fuel which now reside in the tank. Alcohol, if used, is to be blended with the fuel in a concentration of 1 % by volume. Concentrations g reater than 1 % are not recommended since they can be detrimental to fuel tank materials. The manner in which the alcohol is added to the fuel is significant because alcohol is most effective when it is com pletely dissolved in the fuel. To ensure proper mixing, the following is recommended: 1. Ma 30/00 For best results, the alcohol should be added during the fueling operation by pouring the alcohol directly on the fuel stream issuing from the fueling nozzle. 8- 1 7 1 SECTION 8 HANDLING, SERVICE & MAINTENANCE 70 ,oi-+--r7!" :'�++·t··:·;-� ·!- ���·7u!-t-r·:··T·�·· ·�·r·t·+·r+·T++·. ··�1·1··�· -1�:++ ·+f·+J•· · ;..;.1.�- .. .. �--:-�- � i-;-i·-t"f·-1·�f��··� f-i-�� -i+��·T+·��-i·+,..i.·>-t··i-;··�··�· . 60 :Ai.i:;� :.p:t�::l·.l:.l:-.;.� :;:·;:T.::" .;:, "�: �:'�':'f�' :�:t..J:j::�;�:::J:.t.��:�.�:· �ti .. . w > i= o � u.. . : : : . : , . ' . • • � : · : . • ',L: : , ' ; ! ::·t·:·P::i:f·��·t·:i·�::P:··�7:i:i:: ·t·t·�::;·:t�::;:·��F:·l::.}:·4:·t�·:+·t:: ·:F{·��·:.t: ':�'.�::;��':;::�::.�':. ·:.t:+·�·t:f·t;tr:::�·i�·T::rt�:��:t:·�.tH7.t:�:·n·�·:·�·:·t::�·r:·:·�·�::tt�!::�+�;=± : . : 50 CESSNA MODEL 1 72S : : : • . : , • • : : • � • ' . . " : . " : : : : , : • • : . : • • .. 1 .. . l. ' " : ! . : . 1 : ) ' . : : . 40 o fJ) W � 30 ::> o o 5 ...J 2 0 u.. 10 20 30 40 GALLONS OF GASOLI N E 50 0585C1 001 Figure 8-1 . Fuel Mixing Ratio 1 8-1 8 CESSNA MODEL 1 72S SECTION 8 HAN D L I NG , SERVICE & MAI NTENANCE 2 . An alternate method that may be used is to premix the complete alcohol dosage with so me fuel in a separate clean container ( approxi m ately 2-3 gallon capacity) and then transferring t h is m ixtu re to the tank prior to the fuel operation . D iethylene glycol mono methyl ether ( D i EG M E ) compo u nd must be carefu l ly m ixed with the fuel i n concentrations between 0 . 1 00/0 ( m i n i m u m ) and 0 . 1 5% ( maximu m ) of total fuel volume. Refer to Fig u re 8-1 for a D i E G M E-to-fuel m ixing chart. A CAUTION ANTI-ICING ADDITIVE IS DANG EROUS TO H EA LTH W H E N B R EATH E D AN DIOR A BSO R B ED I NTO T H E S KI N . I A CAUTION I MIXING O F D i EG M E WITH FUEL IS EXT R E M ELY I M PORTANT. A CONCENTRATIO N I N EXCESS O F THAT R ECOM M E N D E D (0.1 50/0 BY VOLU M E MAXI M U M) MAY R ES U LT I N D ETRI M ENTAL EFFECTS TO T H E F U E L TAN K S EALANT, A N D DAMAG E T O O-R I NGS AN D S EALS USED I N T H E F U E L SYSTEM A N D E N G I N E COM PO N E NTS. A CONCENTRATIO N OF LESS THAN THAT R ECOM M E N DE D (0.1 0% BY TOTAL VOL U M E M I N I M U M) WI L L R ES U LT IN I N E FFECTIVE TREATM ENT. USE O N LY B L E N D I N G E Q U I P M ENT THAT IS R E CO M M E N D E D BY THE O BTA I N TO PROPER MANU FACTU R E R P RO PO RTI O N I N G . I Prolonged storage of the airplane wil l result i n a water bu i ldup i n t h e fuel wh ich "leeches out" t h e additive. An i ndication o f t h i s i s when an excessive amount o f water accu mulates i n t h e fuel tank su mps. The concentration can be checked using a d ifferential refractometer. It is i m perative that the tech nical m anual for the differential refracto meter be fol lowed explicitly when checking the additive concentration . May 30100 8-1 9 S ECTION 8 HAN DL I N G , S E RVICE & MAINTENANCE C ESSNA MODEL 1 72S FUEL CONTAMINATION Fuel contamination is usually the resu lt of foreign material present in the fuel system, and may consist of water, rust, sand , dirt, m icrobes or bacterial g rowth . I n additio n , additives that are not co mpatible with fuel or fuel system co mponents can cause the fuel to become contaminated . Before each fl ight and after each refueling, use a clear sampler cup and drai n at least a cupful of fuel from each fuel tank drain location and fro m the fuel strainer qu ick d rain valve to determine if contaminants are present, and to ensure the airplane has been fueled with the proper grade of fuel. I lf contamination is detected , drain a l l fuel drain poi nts i ncluding the fuel reservoi r and fuel selector qu ick drain valves and then gently rock the wi ngs and lower the tail to the g round to move any add itional contaminants to th e sampli ng poi nts . Take repeated I samples fro m al l fuel drain poi nts u ntil a l l contamination has been removed . If, after repeated sampl ing, evidence of contamination sti l l exists , t h e airplane should not b e flown . Tanks should b e d rained : and system pu rged by qual ified mai ntenance personnel . All evidence of contamination must be removed before fu rther flig ht. If the airplane has been serviced with the improper fuel grade, defuel completely and refuel with the correct grade. Do not fly the airplane with contaminated or u napproved fuel . I n add ition , Owners/Operators who are not acq uainted with a particu lar fixed base operator should be assu red that the fuel supply h as been checked for contami nation and is properly filtered before al lowi ng the airplane to be serviced . Fuel tanks shou ld be kept fu l l between flights , provided weight and balance considerations wi l l perm it, t o redu ce t h e possibil ity o f water condensing on t h e wal ls of partially fi lled tanks. To fu rther reduce the possibility of contaminated fuel, routi ne mai ntenance of the fuel system sho uld be performed i n accordance with the airplane Mai ntenance Manual . Only the proper fuel , as reco mmended in this handbook, shou ld be used , and fuel additives should not be used u nless approved by Cessna and the Federal Aviation Ad min istration. 8-20 Revision 4 CESSNA MODEL 1 72S S ECTION 8 HAN DLING, S E RVICE & MAI NTENANCE LAN DING G EA R Consult the fol lowi ng table for servici ng i nformation o n the landi ng gear. COM PO N ENT S E RVIC I N G C R ITERIA Nose Wheel ( 5. 00-5, 6-Ply Rated Tire ) 45. 0 PSI Main Wheel ( 6 .00-6, 6- Ply Rated Tire ) 38.0 PSI Brakes M I L-H-5606 Nose G ear Shock Strut M I L- H-5606; 45. 0 PSI * * Keep strut fil led with M I L-H-5606 hydraulic fluid per filling i nstructions placard, and with no load on the strut, i nflate with air to 45 .0 PSI . Do not over i nflate. C L EA N I N G A N D CAR E WIN DSH I E L D AN D WIN DOWS The plastic windshield and windows sho u ld be cleaned with an aircraft windsh ield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure u ntil all d i rt, oil scu m and bug stains are removed . Allow the cleaner to dry, then wipe it off with soft flannel cloths. A CAUTION NEVER USE GASO L I N E, B ENZENE, ALCOHOL, ACETO N E , FI R E EXTI N G U IS H E R , ANTI-ICE F L U I D , LACQU ER THI N N E R O R G LASS CLEANER T O C L EA N T H E P LASTIC. THESE MATERIALS WILL ATTACK TH E PLASTIC A N D MAY CAUSE IT TO CRAZE. If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. May 30/00 8-2 1 1 S ECTION 8 HAN DLING, S E RVICE & MAI NTENANCE CESSNA MODEL 1 72S Fol low by carefu lly washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this bui lds up an electrostatic charge wh ich attracts dust. Waxing with a good co mmercial wax will fi nish the cleaning job. A th i n , even coat of wax, polished out by hand with clean soft flannel cloths, will fill in mi nor scratches and help prevent further scratching. Do not use a canvas cover on the windsh ield unless freezing rain or sleet is antici pated si nce the cover may scratch the plastic su rface. PAI NTED S U R FACES The pai nted exterior su rfaces of you r new Cessna have a d u rable , long lasting fi nish. I Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a ri nse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be used . Remove stu bborn oil and g rease with a cloth moistened with Stoddard solvent. Take special care to make sure that the exterior graph ics are not touched by the solvent. For co mplete care of exterior g raphics refer to the Maintenance Man ual . To seal any minor su rface ch ips or scratches and protect against co rrosion , the airplane shou ld be waxed reg ularly with a good automotive wax applied in accordance with the manufacturer's i nstructions . If the airplane is operated in a seacoast or other salt water environ ment, it m ust be washed and waxed more frequently to assu re adeq uate protection. Special care shou ld be taken to seal aro u nd rivet heads and ski n laps , wh ich are the areas most susceptible to corrosion . A heavier coating of wax on the leading edges of the wings and tail and on the cowl nose cap and propeller spinner will help red uce the abrasion encou ntered in these areas. Reapplication of wax will generally be necessary after cleaning with soap solution or after chemical deicing operations. 8-22 Revision 4 C ESSNA MODEL 1 72S SECTION 8 HAN D L I N G , SERVICE & MAI NTENANCE When the airplane is parked outside i n cold cli mates and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces duri ng i ce removal with chemical liquids. Isopropyl alcohol wil l satisfactorily remove ice accu m u l ations without damaging the pai nt. However, keep the isopropyl alcohol away from the winds hield and cabi n windows si nce it wil l attack the plastic and may cause it to craze. PROPELLER CAR E Preflight i nspection o f propel ler blades for nicks , and wiping them occasional ly with an o i ly cloth to clean off grass and bug stains wil l assu re long blade life . Small nicks on t h e propel ler, particularly near the tips and on the lead i ng edges, should be dressed out as soon as possible si nce these nicks produce stress concentrations, and if ignored , may resu lt in cracks or fail u re of the propeller blade. Never use an alkali n e cleaner on the blades ; remove grease and dirt with Stoddard solvent . E N G I N E CAR E T h e engine may b e cleaned , usi ng a s uitable solvent, i n accordance with i nstructions i n t h e airplane Maintenance Manual . Most efficient cleani ng is done using a spray type cleaner. Before spray cleaning, ensure that protection is afforded for co mponents wh ich m ight be adversely affected by the solvent. Refer to the l Maintenance Man u al for proper l ubrication of controls and components after engine clean i ng . The i nduction air fi lter should be replaced when its condition warrants , not to exceed 500 hours. Revision 4 8-23 S ECTION 8 HAN D L I N G , S E RVICE & MAINTENANCE CESSNA MODEL 1 72S I NTERIOR CARE To remove dust and loose dirt fro m the u pholstery and carpet, clean the i nterior regularly with a vacu u m cleaner. Blot u p any spilled l iq u id promptly with cleansing tissue or rags. Do not pat the spot; press the blotting material firmly and hold it for several seconds. Contin u e blotti ng u ntil no more l iq u id is taken up. Scrape off sticky materials with a d u ll knife, then spot clean the area. Oily spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned . Never saturate the fabric with a volatile solvent; it may damage the padd ing and backing materials . Soiled upholstery and carpet may be cleaned with foam type detergent, used according to the manufacturer's instructions. To m i nimize wetti ng the fabric, keep the foam as dry as possible and remove it with a vacuu m cleaner. I Mai ntenance Manual. For co mplete i nformation related to i nterior cleaning, refer to the 8-24 Revision 4 SUPPLEMENT REVISION MODEL 172S PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL REVISION 10 7 JANUARY 2004 PART NUMBER: 172SUSLOG10 INSERT THE FOLLOWING PAGES INTO THE SUPPLEMENT SECTION OF THE PILOT'S OPERATING HANDBOOK CESSNA MODEL 172S SECTION 9 SUP PLEMENTS LOG OF APPROVED SUPPLEMENTS NOTE IT IS THE AIRPLANE OWNER'S RESPONSIBILITY TO ASSURE THAT HE OR SHE HAS THE LATEST REVISION TO EACH SUPPLEMENT OF A PILOT'S OPERATING HANDBOOK AND THE LATEST ISSUED "LOG OF APPROVED SUPPLEMENTS." THIS LOG OF APPROVED SUPPLEMENTS" WAS THE LATEST REVISION AS OF THE DATE IT WAS SHIPPED BY CESSNA; HOWEVER, SOME CHANGES MAY HAVE OCCURRED AND THE OWNER SHOULD VERIFY THIS IS THE LATEST, MOST UP-TO-DATE VERSION BY CONTACTING CESSNA CUSTOMER SUPPORT AT (316) 517-5800. II SUPPLEMENT NAME SUPP. NO. REVISION EQUIPMENT LEVEL INSTALLED 1 Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI 209A Indicator Head 0 2 Bendix/King KT 76C Transponder with Blind Encoder 0 3 Bendix/King KMA 26 Audio Selector Panel 1 4 Pointer Model 3000-11 or Model 4000-11 Emergency Locator Transmitter (ELT) 2 5 Bendix/King KLN 89B Global Positioning System (GPS) 2 6 Bendix/King KR 87 Automatic Direction Finder (ADF) 1 7 Bendix/King Kap 140 Single Axis Autopilot 2 8 Winterization Kit 0 9 Davtron Model 803 Clock/OAT 0 10 Bendix/King KLN 89 Global Positioning System (GPS) PIN -172SUSLOG10 7 January 2004 LOG 1 CESSNA MODEL 172S SECTION 9 SUPPLEMENTS LOG OF APPROVED SUPPLEMENTS SUPP. NO. I SUPPLEMENT NAME REVISION EQUIPMENT LEVEL INSTALLED 12 Canadian Supplement 0 13 Bendix/King KCS-55A Slaved Compass System with KI-525A Horizontal Situation Indicator (HSI) 1 14 Reserved 15 Bendix/King KAP 140 2 Axis Autopilot 16 Reserved 17 Reserved 18 Reserved 19 Bendix/King KLN 94 Global Positioning System 4 20 Bendix/King KMA 28 Audio Selector Panel 0 21 Bendix/King KMD 550 Multi-Function Display 0 22 12 Volt Cabin Power System 0 24 Astrotech Model TC-2 Clock/OATNolt Indicator 0 25 Bendix/King KX 165A VHF NAV/COM 0 26 Bendix/King KDR 510 Flight Information Services (FIS) 0 LOG 2 5 7 January 2004 SECTION 9 SUPPLEMENTS CESSNA MODEL 172S SUPPLEMENTS INTRODUCTION The supplements in this section contain expanded operational procedures for both standard and optional equipment installed in the airplane. Operators should refer to each supplement to ensure that all limitations and procedures appropriate for their airplane are observed. A Log Of Approved Supplements is provided, for convenience only, beginning on page Log 1 and is a numerical list of all supplements applicable to this airplane by name, number and revision level. This log should be used as a checklist to ensure all applicable supplements have been placed in the Pilot's Operating Handbook (POH). Supplements may be removed from the POH provided the equipment is not installed on the airplane. If equipment is installed on the airplane, however, the supplement(s) must be l retained and updated as revisions to each supplement are issued. Each individual supplement contains its own Log of Effective Pages. This log lists the page number and effective date of every page in the supplement. The log also lists the dates on which revisions to the supplement occurred. Additionally, the part number of the supplement provides information on the revision level. Refer to the following example: 1T 172SPHUS-S1-04 ....___.... .... _______ Revision Level of Supplement Supplement Number ....----Type .. of Airplane Supplement Applies To May 30/00 9-1/(9-2 blank) CESSNA MODEL 17 2 S SECTION 9 SU P PLEMENTS LOG OF APPROVED SUPPLEMENTS NOTE IT IS THE AIRPLANE OWNER'S RESPONSIBILITY TO ASSURE THAT HE OR SHE HAS THE LATEST REVISION TO EACH SUPPLEMENT OF A PILOT'S OPERATING HANDBOOK AND THE LATEST ISSUED "LOG OF APPROVED SUPPLEMENTS." THIS "LOG OF APPROVED SUPPLEMENTS" WAS THE LATEST REVISION AS OF THE DATE IT WAS SHIPPED BY CESSNA; HOWEVER, SOME CHANGES MAY HAVE OCCURRED AND THE OWNER SHOULD VERIFY THIS IS THE LATEST, MOST Up·TO·DATE VERSION BY CONTACTING CESSNA CUSTOMER SUPPORT AT (316) 517·5800. SUPPLEMENT NAME SUPP. NO. REVISION EQUIPMENT INSTALLED LEVEL Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI 209A Indicator Head 0 2 Bendix/King KT 76C Transponder with Blind Encoder 0 3 Bendix/King KMA 26 Audio Selector Panel 1 4 Pointer Model 3000- 11 Emergency Locator Transmitter (ELT) 5 Bendix/King KLN 8 9B Global Positioning System (GPS) 6 Bendix/King KR 87 Automatic Direction Finder (ADF) 7 Bendix/King Kap 140 Single Axis Autopilot 8 Winterization Kit 0 9 Davtron Model 8 03 Clock/OAT 0 1 10 x x x 2 x I x Bendix/King KLN 8 9 Global Positioning System (GPS) PIN - 172SUSLOG06 28 June 2002 LOG 1 CESSNA MODEL 17 2S SECTION 9 SU PPLEMENTS LOG OF APPROVED SUPPLEMENTS SUPP. NO. I SUPPLEMENT NAME REVISION EQUIPMENT LEVEL INSTALLED 12 Canadian Supplement 0 13 Bendix/King KCS-55A Slaved Compass System with KI-525A Horizontal Situation Indicator (HSI) 1 14 Reserved 0 15 Bendix/King KA P 140 2 Axis Autopilot 3 16 Reserved 0 17 Reserved 0 18 Reserved 0 19 Bendix/King KLN 94 Global Positioning System 3 20 Bendix/King KMA 28 Audio Selector Panel 0 21 Bendix/King KMD 550 Multi-Function Display 0 22 12 Volt Cabin Power System 0 24 Astrotech Model TC- 2 Clock/OAT/Volt Indicator 0 25 Bendix/King KX 165A VHF NAV/COM 0 LOG 2 x x , . XV x 28 June 2002 A Textron Company Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 172S AIRPLANES 17258001 AND ON SUPPLEMENT 1 BENDIX/KING KX 155A VHF NAV/COMM with KI208 or KI209A INDICATOR HEAD SERIAL NO., ________ REGISTRATION NO._______ This supplement must be inserted into Section 9 Handbook and FAA Approved Airplane Flight Manual. of the Pilot's Operating FAA APPROVAL J!lAA APPROveO UNDER FAR 21 SUBPART J The Cessna Aircraft Co Option Manufac;turer CE·' 7"�.I� ....�a� D�t:�J�,;Ka, COPYRIGHT © 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S1-00 Extc:utivo EnSInHf 1998 @ Member of GAMA 8 July 1998 81-1 CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED SUPPLEMENT 1 BENDIX/KING KX 155A VHF NAV/COMM with KI 208 or KI209A INDICATOR HEAD The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Date of Issue Revision Level o i July 8, 1998 (Original) LOG OF EFFECTIVITY PAGES DATE PAGE July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 Title (S1-1) S1-2 S1-3 81-4 81-5 81-6 81-7 81-8 PAGE DATE July 8/98 S1-9 July 8/98 8 1- 10 July 8/98 8 1- 1 1 July 8/98 8 1- 12 July 8/98 S1- 13 July 8/98 8 1- 14 8 1- 15 July 8/98 8 1- 16 Blank July 8/98 SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. Number S1-2 Title Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane Jul 8/98 I CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED SUPPLEMENT BENDIX/KING KX 155A VHF NAV/COMM with KI208 or KI209A INDICATOR HEAD SECTION 1 G ENERAL The Bendix/King KX 155A VHF Nav/Comm, shown in Figure 1, consists of a panel-mounted receiver-transmitter and a KI 208 or KI 209A Indicator. The set includes a 760-channel VHF communications receiver­ transmitter and a 200-channel VHF navigation receiver. A 40channel glide- slope receiver is also included if the KI 209A indicator is used. The communications receiver-transmitter receives and transmits signals between 118.00 and 136.975 MHz with 25kHz spacing. Optional 8.33 kHz (2280 channel) Comm is available. The navigation receiver receives VOR and localizer signals between 108.00 and 1 17.95 MHz in 50-kHz steps. The glide slope receiver is automatically tuned when a localizer frequency is selected. The circuits required to interpret the VOR and localizer signals are also an integral part of the Nav receiver. Large self-dimming gas discharge readouts display both the communications and navigation operating frequencies. The KX155A's "flip-flop" preselect feature enables you to store one frequency in the standby display while operating on another and then interchange them instantly with the touch of a button. Both the active (COMM) and the standby (STBY) frequencies may be displayed at all times and are stored in nonvolatile memory without drain on the aircraft battery. KX 155A has 32 programmable comm channels, a stuck microphone alert and transmitter shutdown, Bearing To/From radial mode, course deviation indicator mode and an elapsed timer mode. July 8/98 81-3 SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED CESSNA MODEL 172S The Comm portion incorporates an automatic squelch. To override the automatic squelch, the Comm volume control knob is pulled out. Push the knob back in to reactivate the automatic squelch. A "T" will be displayed during transmit and "R" during valid signal reception. The Nav portion uses the pull out feature of the Nav volume control to receive the Nav signal Ident. Pull the volume control knob out to hear the Ident signal plus voice. Push the knob in to attenuate the Ident signal and still hear Nav voice. All controls for the Nav/Comm, except those for navigation course selection, are mounted on the front panel of the receiver­ transmitter. Control lighting is provided by NAV/COMM interior lighting and the instrument panel flood lighting system. Operation and description of the audio selector panel used in conjunction with this radio is shown and described in Supplement 3 in this section. NOTE The unit has a stuck microphone alert feature. If the microphone is keyed continuously for greater than 33 seconds, the transmitter stops transmitting and the active Comm frequency flashes to alert the pilot of the stuck mic condition. 81-4 Jul 8/98 I - CESSNA MODEL 172S SECTION 9 SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED 2 122.1 3.00 I 3 I I7.bO 39:5b ET 4 5 KX 155A VHF NAV/COMM ... TO INDICATION _ FROM INDICATION @ FLAG INDICATION KI 209A INDICATOR 18 KI 208 INDICATOR HEAD 0585C1045 0585C1046 0585C1047 Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI 209A Indicator Head (Sheet 1 of 7) July 8/98 S1-5 CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED NAV FUNCTION DISPLAYS ( ( ( VOR MODE: ACTIVE/BEARING, CDI FORMAT VOR MODE: ACTIVE/BEARING, FLAG DISPLAY 109.50 VOR MODE: ACTIVE "BEARING TO" FUNCTION DISPLAY VOR MODE: ACTIVE/BEARING, FLAG DISPLAY ( '-' f- � � �-� � -- ) '- --><- LOCALIZER MODE: FREQUENCY/COl FORMAT Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI 209A Indicator Head (Sheet 2 of 7) S1-6 Jul 8/98 CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED 1. OPERATING COMM FREQUENCY DISPLAY -- Displays COMM ACTIVE and COMM STANDBY frequencies with a liT' between them to indicate TRANSMIT and an "R" to indicate RECEIVE modes of operation. 2. OPERATING NAV FREQUENCY DISPLAY -The right portion of the display is allocated to NAV receiver ACTIVE and STANDBY information. The frequency channeling is similar to the COMM when operating in the frequency mode. The NAV ACTIVE and STANDBY frequencies are stored in the memory on power down and return on power up. 3. NAV STANDBY/OBS/Bearing/Radialffimer Display -- The right side of the NAV display is controlled by the MODE SELECTOR BUTTON (see #7 below). With an active VOR frequency, this portion of the display shows the STANDBY frequency, OBS setting for the internal COl, the bearing to the VOR station, radial from the VOR station, or a count-up/count­ down timer. With an active localizer frequency, this portion of the display shows the standby frequency, the letters "LOC", or count-up/count-down timer. 4. NAV FREQUENCY SELECTOR KNOB (SMALL) -- Operates in 50 k Hz steps. The NAV receiver's lower and upper frequency limits are 108.00 MHz and 117.95 MHz. Exceeding the upper limit of frequency band will automatically return to the lower limit and vice versa. A clockwise rotation will increase (inc) the previous frequency while a counterclockwise rotation will decrease (dec) the previous frequency. 5. NAV FREQUENCY SELECTOR KNOB (LARGE) -- Operates in 1 MHz steps. The frequency inc/dec operates the STANDBY frequency display. A clockwise rotation will increase the previous frequency while a counterclockwise rotation will decrease the previous frequency. Exceeding the upper limit of the frequency band will automatically return to the lower limit and vice versa. Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI 209A Indicator Head (Sheet 3 of 7) July 8/98 81-7 - SECTION 9 SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED CESSNA MODEL 172S TRANSFER BUnON (1( • ) Interchanges the NAV Active and STANDBY frequencies. Depressing the NAV frequency transfer button for 2 seconds or more will cause the display to go into the ACTIVE ENTRY mode. Only the ACTIVE frequency will be displayed and it can be directly changed by using the NAV inc/dec knobs. The display will return to the ACTIVE/STANDBY mode when the NAV frequency transfer button is pushed. - 6. NAV/FREQUENCY I 7. MODE SELECTOR BUnON -- Depressing the mode button will cause the NAV display to go from the ACTIVE/STANDBY format to the ACTIVE/COl (Course Deviation Indicator) format. In the COl mode, the frequency inc/dec knob (pushed in) channels the ACTIVE frequency. When the ACTIVE window is tuned to a VOR frequency, the standby frequency area is replaced by a three digit OBS (Omni Bearing Selector) display. The desired OBS course can be selected by pulling out the inner NAV frequency knob and turning it. This OBS display is independent of any OBS course selected on an external COL An "OBS" in the middle of the NAV display will flash while the inner NAV frequency knob is pulled out. The CDI is displayed on the line below the frequency/OBS. When the ACTIVE window is tuned to a localizer frequency, the standby frequency area is replaced by "LOC". When the received signal is too weak to ensure accuracy the display will "FLAG". Depressing the mode button again will cause the NAV display to go from the ACTIVE/CDI format to the ACTIVE/BEARING format. In the BEARING mode, the frequency inc/dec knob channels the ACTIVE frequency window. Depressing the frequency transfer button will cause the ACTIVE frequency to be placed in blind storage and the STANDBY frequency (in blind storage) to be displayed in the ACTIVE window display. In bearing mode, the right hand window of the NAV display shows the bearing TO the station. When a too weak or invalid VOR signal is received the display flags (dashes). _ Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI 209A Indicator Head (Sheet 4 of 7) 81-8 Jul 8/98 I CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED Another push of the mode button will cause the NAV display to go from the ACTIVE/BEARING format to the ACTIVE/RADIAL format. In the RADIAL mode, the frequency inc/dec knobs channel the ACTIVE frequency window and depressing the frequency transfer button will cause the ACTIVE frequency to be placed in blind storage and the STANDBY frequency (in blind storage) to be displayed in the ACTIVE window display. In radial mode of operation, the right hand window of NAV display shows the radial FROM the station. When a too weak or invalid VOR signal is received the display flags (dashes). Another push of the mode button will cause the unit to go into the TIMER mode. When the unit is turned on, the elapsed timer (ET) begins counting upwards from zero. The timer can be stopped and reset to zero by pushing the NAV frequency transfer button for 2 seconds or more causing the ET on the display to flash. -In this state, the timer can be set as a countdown timer or the elapsed timer can be restarted. The countdown timer is set by using the NAV frequency inc/dec knobs to set the desired time and then pushing the NAV frequency transfer button to start the timer. The large knob selects minutes, the small knob in the "in" position selects 10 second intervals, and the small knob in the "out" position selects individual seconds. After the countdown timer reaches zero, the counter will begin to count upwards indefinitely while flashing for the first 15 seconds. When the elapsed timer is reset to zero it may be restarted again by momentarily pushing the NAV frequency transfer button. 8. NAV/VOLUME CONTROL (PULL IDENT) -- Adjusts volume of navigation receiver audio. When the knob is pulled out, the Ident signal plus voice may be heard. The volume of voice/ident can be adjusted by turning this knob. Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI 209A Indicator Head (Sheet 5 of 7) July 8/98 81-9 SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED CESSNA MODEL 172S 9. COMM FREQUENCY SELECTOR KNOB (INNER) -- This smaller knob is designed to change the indicated frequency in steps of 50-kHz when it is pushed in, and in 25-kHz steps when it is pulled out. For 8.33 kHz versions, channels are incremented in 25 kHz steps with the knob pushed in and 8.33 kHz with the knob pulled out. 10. COMM FREQUENCY SELECTOR KNOB (OUTER) - - The outer, larger selector knob is used to change the MHz portion of the frequency display. At either band-edge of the 118- 136 MHz frequency spectrum, an offscale rotation will wrap the display around to the other frequency band-edge (i.e., 136 MHz advances to 118 MHz). 11. CHANNEL BUTTON -- Pressing the CHAN button for 2 or more seconds will cause the unit to enter the channel program (PG) mode. Upon entering the channel program mode, the channel number will flash indicating that it can be programmed. The desired channel can be selected by turning the comm kHz knob. The channel frequency can be entered by pushing the comm transfer button which will cause the standby frequency to flash. The comm frequency knobs are then used to enter the desired frequency. If dashes (located between 136 MHz and 118 MHz) are entered instead of a frequency, the corresponding channel is skipped in channel selection mode. Additional channels may be programmed by pressing the COMM transfer button and using the same procedure. The channel information is saved by pushing the CHAN button which will also cause the unit to return to the previous frequency entry mode. The channel selection mode (CH) can then be entered by momentarily pushing the CHAN button. The comm frequency knobs can be used to select the desired channel. The unit will automatically default to the previous mode if no channel is selected within 2 seconds after entering the channel selection mode. The unit is placed in the transmit mode by depressing a mic button. Figure 1. Bendix/King KX 155A VHF NAVICOMM with KI 208 or KI 209A Indicator Head (Sheet 6 of 7) 81-10 Jul 8/98 CESSNA MODEL 1728 - SECTION 9 SUPPLEMENTS SUPPLEMENT 1 FAA APPROVED - ) 12. COMM FREQUENCY TRANSFER BUTTON ( • • Interchanges the frequencies in the USE and STANDBY displays. To tune the radio to the desired operating frequency, the desired frequency must be entered into the standby display and then the transfer button must be pushed. This will trade the contents of the active and standby displays. The operating frequency can also be entered by accessing the ACTIVE ENTRY (direct tune) mode which is done by pushing the COMM TRANSFER button for 2 or more seconds. In the direct tune mode, only the active part of the display is visible. The desired frequency can be directly entered into the display. Push the COMM TRANSFER button again to return to the active/standby display. The transceiver is always tuned to the frequency appearing in the ACTIVE display. It is, therefore, possible to have two different frequencies stored in the ACTIVE and STANDBY displays and to change back and forth between them at the simple push of the transfer button. -- 13. COMM VOLUME CONTROL (OFF/PULLITEST) -- Rotate the VOL knob clockwise from the OFF position. Pull the VOL knob out and adjust for desired listening level. Push the VOL knob back in to actuate the automatic squelch. The VOL knob may also be pulled out to hear particularly weak signals. 14. VOR/Localizer Needle or COl needle. 15. Glideslope Flag 16. TO-FROM-NAV FLAG 17. Azimuth Card 18. OBS Knob 19. Glideslope Needle Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI 209A Indicator Head (Sheet 7 of 7) July 8/98 S 1-11 - SECTION 9 SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED CESSNA MODEL 172S SECTION2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed. However, if the frequency readouts fail, the radio will remain operational on the last frequency selected. If either frequency transfer button is pressed and held while power is applied to the unit, the unit wakes up with 120.00 MHz in the COMM use frequency and 110.00 MHz in the NAV active frequency, with both COMM and NAV in the active entry mode. This will aid the pilot in blind tuning the radio. I SECTION 4 NORMAL PROCEDURES COMMUNICATION RECEIVER-TRANSMITTER OPERATION: 1. OFF/PULLfTEST Volume Control -- Turn clockwise; pull out and adjust to desired audio level; push control back in to activate the automatic squelch. 2. MIC Selector Switch (on audio control panel) -- SET to COMM 1. 3. SPEAKER Selector (on audio control panel) -- SET to desired mode. 4. COMM Frequency Selector Knobs -- Select desired operating frequency. 5. COMM Transfer Button -- PRESS to transfer desired frequency from the STBY display into the COMM display. S1-12 July 8/98 I CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED 6. Mic Button: a. To transmit -- Press button and speak in microphone. NOTE During COMM transmission, a lighted "TI will appear between the "COMM" and "STBY" displays to indicate that the transceiver is operating in the transmit mode. b. To Receive -- RELEASE mike button. NAVIGATION RECEIVER OPERATION: 1. NAV Frequency Selector Knobs -- SELECT desired operating frequency in "STBY" display. 2. NAV TRANSFER BUTTON -- PRESS to transfer desired frequency from the "STBY" display into the "NAV" display. 3. Speaker Selector (on audio control panel) -- SET to desired mode.. 4. NAV Volume Control -a. ADJUST to desired audio level. b. PULL out to identify station. VOR OPERATION: Channel the NAV Receiver to the desired VOR and monitor the audio to positively identify the station. To select an OBS course, turn the OBS knob to set the desired course under the lubber line. When a signal is received, the NAV flag will pull out of view and show a liTO or "FROM" flag as appropriate for the selected course. II , LOC OPERATION Localizer circuitry is energized when the NAV Receiver is channeled to an IL8 frequency. Monitor the LOC audio and positively identify the station. The NAV flag will be out of view when the signal is of sufficient strength to be usable. July 8/98 81-13 SECTION 9 SUPPLEMENTS SUPPLEMENT 1 FAA APPROVED - CESSNA MODEL 172S - GLiDESLOPE OPERATION The glideslope receiver is automatically channeled when a localizer frequency is selected. A separate warning flag is provided to indicate usable signal conditions. PILOT CONFIGURATION This mode can be accessed by pressing and holding the NAV Mode Button for more than 2 seconds and then pressing the Nav Frequency Transfer Button for an additional 2 seconds, while continuing to hold the NAV Mode Button. When the Pilot Config Mode is entered the unit will show the IISWRVII mnemonic which is the unit software revision level. Adjustment pages can be accessed by MODE button presses. The pilot may adjust two parameters in the pilot configuration, the display minimum brightness and sidetone volume level. Minimum Brightness (BRIM) will have a range of 0-255. The dimmest is 0 and the brightest is 255. Sidetone volume level is adjusted when SIDE is displayed. Values from 0-255 may be selected with 0 being least volume, 255 being the greatest. Max Level Adjustment Mnemonic Min Level Software Revision Number SWRV - - Minimum Display Brightness BRIM 0 255 Sidetone Level SIDE 0 255 81-14 - - - - July 8/98 I I CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 - FAA APPROVED Subsequent presses of the MODE button sequences through SWRV, BRIM, SIDE, and then back to SWRV. Pressing the NAV Transfer Button momentarily exits Pilot configuration mode. The NAV returns to its pre-Pilot Config state with the new brightness and sidetone levels stored in nonvolatile memory. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna, or several related antennas, may result in a minor reduction in cruise performance. July 8/98 S1-15/(S1-16 Blank) A Textron Company Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 172S AIRPLANES 17258001 AND ON SUPPLEMENT 2 BENDIX/KING KT 76C TRANSPONDER WITH BLIND ENCODER SERIAL NO.,________ REGISTRATION NO._______ This supplement must be inserted into Section 9 Handbook and FAA Approved Airplane Flight Manual. of the Pilot's Operating FAA APPROVAL �AA APPRoveo UNOER FAR 21 SUBPART J The �ssnlll Aircraft Co a� Option Manufacturer CE·' .... ExeeutivoEngmHr 7�t7� � COPYRIGHT © 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS·S2·OO D:t:�J�;�, 1998 t} Member of GAMA 8 July 1998 82-1 CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 2 - FAA APPROVED SUPPLEMENT 2 BENDIX/KING KT 76C TRANSPONDER with BLIND ENCODER The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Date of Issue Revision Level o July 8, 1998 (Original) LOG OF EFFECTIVITY PAGES DATE PAGE July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 Title (S2-1) S2-2 S2-3 S2-4 S2-5 PAGE S2-6 S2-7 S2-8 S2-9 S2-10 Blank DATE July 8/98 July 8/98 July 8/98 July 8/98 July 8/98 SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. Number S2-2 Title Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane July 8/98 CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 2 - FAA APPROVED SUPPLEMENT BENDIX/KING KT 76C TRANPONDER with BLIND ENCODER SECTION 1 GENERAL The Bendix/King Transponder (Type KT 76C), shown in Figure 1, is the airborne component of an Air Traffic Control Radar Beacon System (ATCRB8). The transponder enables the ATC ground controller to "see" and identify more readily the aircraft on the radarscope. The blind encoder (8S0120-20) (also shown in Figure 1) enables the transponder to automatically report aircraft altitude to ATC. The Bendix/King Transponder system consists of a panel­ mounted unit and an externally-mounted antenna. The transponder receives interrogating pulse signals on 1030 MHz and transmits coded pulse-train reply signals on 1090 MHz. It is capable of replying to Mode A (aircraft identification) and also to Mode C (altitude reporting) interrogations on a selective reply basis on any of 4096 information code selections. When a panel-mounted 88D120-20 Blind Encoder (not part of KT 76C Transponder system) is included in the avionic configuration, the transponder can provide altitude reporting in 1�O-foot increments between -1000 and +20,000 feet. The KT 76C features microprocessor and L81 (Large 8cale Integrated) control. Mode and code selection are performed using the rotary knob and numeric buttons and all functions including the flight level altitude are presented on a gas discharge display. All display segments are automatically dimmed by a photocell type sensor. July 8/98 82-3 - SECTION 9 SUPPLEMENTS SUPPLEMENT 2 FAA APPROVED - CESSNA MODEL 172S A VFR programming sequence, described in Section 4, allows the pilot to preprogram any single code such as " 1200" into the KT 76C. Pressing the VFR button instantly returns the KT 76C to the preprogrammed code without having to manually enter 11120011. All Bendix/King Transponder operating controls are located on the front panel of the unit. Functions of the operating controls are described in Figure 1. 82-4 Jul 8/98 CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 2 - FAA APPROVED 3 4 5 1200 Fl ��-----V / --------------------� 8 7 6 1. IDENT SUDON (lOT) - When depressed, selects special identifier pulse to be transmitted with transponder reply to effect immediate identification of the airplane on the ground controller's display. C'Rn will illuminate steadily for approximately 18 seconds. Sutton illumination is controlled by the avionic light dimming rheostat. 2. ALTITUDE DISPLAY - Displays the pressure altitUde on the left side of the display. The display is in hundreds of feet. nFLu is annunciated to indicate Flight Level altitude. Flight Level is a term to indicate that the altitude is not true altitude, but barometric altitude which is not corrected for local pressure. For Example, nFL-040tl corresponds to an altitude of 4000 feet, meaning sea level pressure of 29.92 inches of mercury. The Flight Level altitude is only displayed when the altitude reporting is enabled, i.e. in Altitude mode. If an invalid code from the altimeter is detected dashes will appear in the altitude window. Altitude reporting is disabled if the altitude window is blank or has dashes. Figure 1. Bendix/King KT July 8/98 76C Transponder with Blind Encoder (Sheet 1 of 2) S2-5 - SECTION 9 SUPPLEMENTS SUPPLEMENT 2 - FAA APPROVED CESSNA MODEL 172S 3. MODE ANNUNCIATORS - Displays the operating mode of the transponder. 4. REPLY INDICATOR (R) - "R" is illuminated momentarily when the transponder is replying to a valid interrogation and during the 18 ±2 seconds following the initiation of an Ident. 5. MODE SELECTOR KNOB - Controls application of power and selects transponder operating mode as follows: OFF - Turns set off. SBY - Turns set on for standby power and code selection. "SBY" is annunciated. TST - Self-test function. The transmitter is disabled. display segments will illuminate. ON - All Turns set on and enables transponder to transmit Mode A (aircraft identification) reply pulses. ON is annunciated. ALT - Turns set on and enables transponder to transmit either Mode A (aircraft identification) reply pulses and Mode C (altitude reporting) pulses selected automatically by the interrogating signal. ALT is annunciated. 6. VFR CODE BUTTON (VFR) - Pressing the VFR Button will cause a pre-programmed Mode A reply code to supersede whatever Mode A reply code was previously in use. Button illumination is controlled by the RADIO LT dimming rheostat 7. CLEAR BUTTON (CLR) -- Pressing the CLR button will delete the last Mode A code digit entered. 8. NUMERIC KEYS 0-7 - Selects assigned Mode A reply code. The new code will be transmitted after a S-second delay. Figure S2-6 1. Bendix/King KT 76C Transponder with Blind Encoder (Sheet 2 of 2) July 8/98 I I CESSNA MODEL 172S - SECTION 9 SUPPLEMENTS SUPPLEMENT 2 - FAA APPROVED SECTION2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES TO TRANSMIT AN EMERGENCY SIGNAL: 1. Mode Selector Knob -- ALT. 2. Numeric Keys 0-7 - SELECT - 7700 operating code. TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT): 1. Mode Selector Knob -- ALT. 2. Numeric Keys 0-7 - SELECT - 7600 operating code. SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF: 1. Mode Selector Knob -- SBY. TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN FLIGHT: 1. Numeric Keys 0-7 - SELECT assigned code.. - July 8/98 S2-7 SECTION 9 - SUPPLEMENTS SUPPLEMENT 2 - FAA APPROVED CESSNA MODEL 172S 2. Mode Selector Knob -- ON. NOTES II During normal operation with Mode Selector Knob in ON position, reply indicator flashes, indicating transponder replies to interrogations. • Mode A reply codes are transmitted in ALT also; however, Mode C codes are suppressed when the Mode Selector Knob is positioned to ON. 3. IDT Button -- DEPRESS momentarily when instructed by ground controller to "squawk IDENT" (IIRII will illuminate steadily indicating IDENT operation). TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT: 1. Transponder Code Selector Knob -- SELECT assigned code. 2. Mode Selector Knob -- ALT. NOTES • When directed by ground controller to "stop altitude squawk", turn Mode Selector Knob to ON for Mode A operation only. .. Altitude transmitted by the transponder for altitude squawk and displayed on the KT 76C panel is pressure altitUde (referenced to 29.9211) and conversion to indicated altitude is done in the ATC computers. TO SELF-TEST TRANSPONDER OPERATION: 1. Mode Selector Knob -- TST Check all displays. 2. Mode Selector Knob -- SELECT desired function. 82-8 Julv 8/98 I SECTION 9 - SUPPLEMENTS SUPPLEMENT 2 - FAA APPROVED CESSNA MODEL 172S TO PROGRAM VFR CODE: 1. Mode Selector Knob -- SBY. Numeric Keys 0-7 -- SELECT desired VFR code. 3. lOT Button -- PRESS AND HOLD. a. VFR Code Button -- PRESS (while still holding lOT button) to place new VFR code in nonvolatile memory for subsequent call up. 2. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally-mounted antenna, or related external antennas, may result in a minor reduction in cruise performance. July 8/98 S2-9/(S2-10 Blank) ATextron Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 172S AIRPLANES 172S8001 AND ON SUPPLEMENT 3 BENDIX/KING KMA 26 AUDIO SELECTOR PANEL SERIAL NO..________ REGISTRATION NO.,______ This supplement must be inserted into Section 9 of the Pilot's Operating' Handbook and FAA Approved Airplane Flight Manual. FAA APPROVAL 'AA APPROveOUNDER FAR 21 SUBPART J The Cessna Aircraft Co Option Manufacturer CE·1 7�"�� ...�a� Da:e�-;;;le COPYRIGHT @ 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHU8-83-0 1 ExecutivoEnsmHr 2000 o Member of GAMA 8 July 1998 Revision 1 - 30 May 2000 83-1 S ECTION 9 SUPPLEMENTS S UPPLEMENT 3 - FAA APPROVED CESSNA MODEL 1 72S - SUPPLEMENT 3 BENDIX/KING KMA 26 AUDIO SELECTOR PANEL The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a l isting of all pages i n the Supplement. Pages which are affected by the current revision will carry the date of that revision Date of Issue Revision Level 1 o July 8, 1 998 May 30, 2000 (Origi nal) LOG OF EFFECTIVITY PAGES PAGE Title (S3- 1 ) S3-2 S3-3 S3-4 S3-5 DATE May 30/00 May 30/00 July 8/98 July 8/98 July 8/98 PAG E S3-6 S3-7 S3-8 S3-9 S3- 1 0 blank DATE July 8/98 July 8/98 May 30/00 July 8/98 July 8/98 SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated i nto this supplement. This list contains only those Service Bulletins that are currently active. N umber 53-2 Title Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane May 30/00 CESSNA MODEL 1 72S SECTION 9 - S UPPLEM E NTS SUPPLE M ENT 3 - FAA APPROVED SUPPLE ENT BENDIX/KING KMA 26 AUDIO SELECTOR PANEL SECTION 1 GENERAL The Bendix/King KMA 26 Audio Selector Panel is a combination audio amplifier, an audio distribution panel intercom, and a marker beacon receiver. The audio amplifier is for amplification of the audio signals for the speaker system . All receiver audio distribution functions are controlled by two rows of push buttons. A rotary selector switch on the right side of the console con nects the microphone to either EMG, Com 1 , Com 2, Com 3 or PA (Unused position). All operating controls are shown and described in Figure 1. A crystal-controlled superheterodyne marker beacon receiver with 3-light presentation is i ncorporated within the u n it. Dim ming circuitry for the marker lamps automatically adj usts brightness appropriate to the cockpit ambient light level. Hi and Lo sensitivity and lamp test functions are also provided . Lig ht dimming for the audio control panel is manually controlled by the RADI O light rheostat knob. MARKER FACILITIES MARKER I nner, Airway & Fan Middle Outer July 8/98 IDE NTIFYING TONE LIGHT'" Contin uous 6 dots/sec (3000 Hz) White Alternate dots and dashes ( 1 300 Hz) Amber 2 dashes/sec (400 Hz) *When the identifying tone is keyed, the respective indicating light will blink accordingly. Blue S3-3 SECTION 9 SUPPLEMENTS S UPPLEM E NT 3 - FAA APPROVED CESSNA MODEL 1 72S - 2 3 4 IU_ .,.. PUSH VOX INTERCOM 11 10 9 5 6 /EOM1il � � IfNAV1i) ���� 8 4 7 1 . M ARKER BEACON ANNUNCIATOR LIGHTS -- The three-light marker beacon receiver built i nto the KMA 26 g ives a visual and aural signal when the ship's antenna passes over a 75 M Hz beacon . The blue, amber, and white lights on the faceplate, as wel l as the audio tones, identify the beacon type. I N NER, AIRWAY and FAN -- Light i lluminates white to indicate passage of ILS i n ner, airway or fan marker beacons. OUTER -- Light illuminates blue to indicate passage of outer marker beacon. M I DDLE -- Light illuminates amber to indicate passage of m iddle marker beacon. 2. PHOTOCELL FOR AUTOMATIC DI MMING OF MARKER B EACON LIGHTS AND SELECT B UTTON -- The photocel l in the faceplate automatically dims the marker l ights as wel l as the green annunciators in the Speaker Audio Select Buttons for night operation . Figure 1 . Bendix/King KMA 26 Audio Selector Panel (Sheet 1 of 4) S3-4 Jul 8/98 I CESSNA MODEL 1 72S SECTION 9 - S U PP LEME NTS S UPPLEM E NT 3 - FAA APPROVED 3. MARKER B EACON S ENSITIVITY LAM P AND TEST SWITCH --The IIMKR " Audio Select button m ust be pushed so that the green ann unciator is illuminated for the marker beacon to receive to provide an audio signal at beacon passage. When this switch is on " H I SENS " (upper) position, the high sensitivity is selected which permits you to hear the outer marker tone about a mile out. At this poi nt you may select the the " LO S E NS " (middle) position to temporarily silence the tone. It wil l start to sound again when you are closer to the marker, giving you a more precise i ndication of its location. 4. AUDIO SELECT BUTTONS -- Push button audio selection is available for three Communications receivers ( IICOM 111, "COM 2/1, and "COM 311), two Navigation receivers ( " NAV 1" and IINAV 2 "), the internal Marker Beacon receiver ( IIMKR"), one DME, one ADF, and one additional auxiliary receiver ( "AUX "). The IIAUX " position could be used, for example, for a second D M E or ADF. When a receiver's audio is selected, the g reen annunciator illuminates at the bottom of the button . Push the button again to deselect the receiver's audio. 5. M ICROPHONE SELECTOR SWITCH (M IC) -- Used to select the desired transmitter for the cockpit microphones. The " C 1 " , "C2 " , and "C3" positions are for transmitting on the Com 1, Com 2, and Com 3 comm u nications transceivers, respectively. The IIE M G " (emergency) position is used to bypass the KMA 26's audio amplifier and d irectly con nects Com 1 to the pilot's microphone and headphones. This provides a fail-safe method of comm un ication should the unit fail . The " PA" position may be selected when the aircraft is configured with a passenger address capability. The " Auto Com " feature always provides automatic headphone audio selection to match the Com transmitter in use. To add speaker audio, simply push the Speaker Select Switch (inner right knob) to the "inll position . Pul l i ng the switch to the " out" position removes speaker audio. Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 2 of 4) July 8/98 S3-5 SECTION 9 - SU PPLEME NTS S U PPLEM ENT 3 FAA APPROVED - CESSNA MODEL 1 72S 6. SPEAKER S ELECT (PUSH S PKR) SWITCH -- With the Speaker Select Switch pushed in, both headphone and cabin speaker audio wil l be heard . Headphone audio is active ful l­ time. Headphone audio cannot be deselected. 7. MONITOR SELECT (MONI) BUTTON -- When activated, if Com 1 is selected on the Microphone Selector Switch then Com 2 audio is automatically routed to the speaker. Or if Com 2 is selected on the Micropho ne Selector Switch, then Com 1 is routed to the speaker. Pressing the " MONI " button again wil l disable the feature. Initially when " MO N I " is selected the green annunciators in the button flash for approximately 5 seconds, then remains steady while the Com ann unciation returns to its previous state. 8. CREW I NTERCOM VOLUME (VOL CREW) KNOB and INTERCOM VOX SENSITIVITY SET (INTERCOM PUSH VOX) SWITCH -- I nside knob adjusts Pilot and Copilot intercom vol ume. Intercom operation is voice activated (VOX), where intercom becomes active automatically when a crew member or passenger begins to speak. Set the i ntercom VOX squelch by momentarily pressing and releasing the left inner knob when no one is speaking. 9. PASSENGER INTERCOM VOLUM E (VOL PASS) KNOB -­ Adjusts passenger intercom volume. Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 3 of 4) 83-6 Jul 8/98 CESSNA MODEL 1 72S SECTION 9 S UPPLEMENTS SUPPLEMENT 3 - FAA APPROVED - 1 a. INTERCOM MODE SELECT SWITCH -. Has three modes "ALL" , "CREW " , AND " PI LOT" which are selected with the toggle switch on the lower left side on the faceplate. In the "ALL" position the pilot, copilot, and passengers are all on the same i ntercom " loop " and everyone hears the radios. In the "CREW" position the pilot and copilot are on one i ntercom loop and can hear the radios while the passengers have their own dedicated i ntercom and do not hear the radios. In the " PI LOT" mode the pilot hears the radios but is isolated from the i ntercom while the copilot and passengers are on the same i ntercom loop and do not hear the radios. When either the "ALL" or "CREW" i ntercom modes are selected, the pilot's and copilot's i ntercom volume is controlled by rotating the Crew Intercom Volume Knob (left i n ner knob) while the passenger's vol u me is controlled by rotating the Passenger I ntercom Volume Knob (left outer knob) . When the "PILOT" i ntercom mode is selected, the copilot's and passenger's vol u me is controlled with the Passenger Intercom Volume Knob. Remember, the vol u me knobs on the KMA 26 control i ntercom vol u me only, not the receiver's vol u me. 1 1 . MARKER MUTE BUTTON -- Mutes currently active marker beacon audio. Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 4 of 4) J u ly 8/98 S3-7 S ECTION 9 - S UPPLEMENTS SUPPLEMENT 3 - FAA APPROVED CESSNA MODEL 1 72S SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed. SECTION 3 EMERGENCY PROCEDURES In the event of a fail u re of the audio amplifier in the KMA 26, as evidenced by the inability to transmit in COM 1 , 2 or 3. I 1 . MIC Selector Switch -- EMG. NOTE This action bypasses the KMA 26 audio amplifier and con nects the pilot's mic/head set directly to COM 1 . SECTION 4 NORMAL 'PROCEDURES AUDIO CONTROL SYSTEM OPERATION: 1 . MIC Selector Switch -- Turn to desired transmitter. 2. SPEAKER and Audio Select Button(s) -- SELECT desired receiver(s). NOTES Rotation of the MIC selector switch selects the Com audio automatically. 83-8 May 30100 CESSNA MODEL 1 72S SECTIO N 9 - SUPPLEMENTS S UPPLEMENT 3 - FAA APPROVED MARKER BEACON RECEIVER OPERATION: 1 . TEST Position -- HOLD toggle down momentarily to verify all l ights are operational . 2. S ENS Selections -- Select HI sensitivity for airway flying or LO for I LS/LOC approaches. SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is i nstalled . However, the installation of an externally mounted antenna or related external antennas, may result i n a minor red uc�ion in cruise performance. July 8/98 S3-9/(S3- 1 0 blank) A Textron Company Pilot's Operating Handbook and FAA Approved Airplane Flight Manual NA OOEL 1725 AIRPLANES 172S8001 AND ON SUPPLEMENT POINTER MODEL 3000...11 OR MODEL 4000..11 EMERGENCY LOCATOR TRANSMIITER SERIAL NO.,________ REGISTRATION NO•.______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. FAA APPROVAL 'AA APPROveO UNDER FAR21 SUSPART J The Cessna AirCfGft Co ation Option Manufacturer CE·1 ��� Da:e�:�Ze Exteutivo EnQlnn, 2000 Member of GAMA COPYRIGHT C> 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS·S4-01 8 July 1998 Revision 1 30 May 2000 84-1 - SECTION 9 - S UPPLEMENTS SUPPLEM E NT 4 - FAA APPROVED CESSNA MODEL 1 72S SUPPLE MENT 4 POINTER MODEL 3000..11 OR MODEL 4000-11 EMERGENCY lOCATOR TRANSMITTER (ElT) The fol lowing Log of Effective Pages provides the date of issue for original and revised pages, as wel l as a listing of all pages i n the Supplement. Pages which are affected by the current revision will carry the date of that revision Date of Issue Revision Level 1 o July 8, 1 998 May 30, 2000 (Original) LOG OF E FFECTIVITY PAGES DATE PAGE May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 Title (S4- 1 ) 84-2 S4-3 S4-4 84-5 PAGE S4-6 S4-7 S4-8 S4-9 S4- 1 0 blank DATE May May May May May 30/00 30/00 30/00 30/00 30/00 SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. N umber 84-2 Title Airplane Unit Effectivity Revision I ncorporation I ncorporated I n Airplane Ma 30/00 CESS NA MODEL 1 72S SECTION 9 - S UPPLEMENTS SUPPLEME NT 4 - FAA APPROVED POINTER MODEL 3000 11 OR MODEL 4000 11 EMERGENCY LOCATOR TRANSMITTER (ELT) .. ... SECTION 1 This supplement provides i nformation which must be observed when operating the Pointer Model 3000- 1 1 or Model 4000-1 1 E mergency Locator Transmitter. 1 l Both the Poi nter Model 3000- 1 1 ELT (which incorporates the english placard) and Model 4000- 1 1 EL T (which i ncorporates the bilingual placard) consist of a self-contained d ual-frequency solid­ state transmitter powered by a battery pack consisting of five alkaline " G " cel l batteries and is automatically activated by a deceleration sensing inertia "G il switch, which is designed to activate when the unit senses longitudinal i nertia forces as required i n TSO-G91 A. Also, a remote switch/ann unciator is i nstalled on the top right hand side of the copilot's i nstrument panel for control of the E LT from the flight crew station. The annunciator, 'which is in the center of the rocker switch, illuminates when the E LT transmitter is transmitting. The ELT emits an omni-directional signal on the i nternational distress frequencies of 1 2 1 .5 M Hz and 243.0 M Hz. General aviation and commercial aircraft, the FAA and CAP monitor 1 21 .5 M Hz, and 243.0 MHz is monitored by the military. l The E LT is contained in a high i mpact, fire retardant, glass fil led Lexan case with carrying handle and is mounted behi nd the aft cabi n partition wal l on the right side of the tai lcone. To gain access to the u n it, unfasten the turn fasteners on the aft cabin partition . The ELT is operated by a control panel at the forward facing end of the u n it or by the remote switch/ann unciator located on the top right hand portion of the copilot's i nstrument panel (see Fig u re 1 ). Power for the transmitter is provided by an alkaline battery pack i nside the transmitter case. May 30/00 S4-3 SECTION 9 - SUPP LE M ENTS SUPPLEMENT 4 - FAA APPROVED CESS NA MODEL 1 72S In accordance with FAA regulations, the ELT's battery pack must be replaced after 2 years shelf or service l ife or for any of the following reasons: a. After the transmitter has been used in an emergency situation (including any i nadvertent activation of unknown duration). b. After the transmitter has been operated for more than one cumulative hour (e.g . time accumulated i n several tests and inadvertent activation of known duration). q. On or before battery replacement date. Battery replacement date is marked on the battery pack and the label on the transmitter. ���� ]l� EMERGENCY !r.'":7' LOCATOR TRANSMITTER pOinter _ • POINTER, INC I ;pm TEMPE, AZ i ;;;; m,;;;;; ; ;; ;; I ON 1 il I I l� D RESET 2685P601 2 I 5 Figure 1 . Pointer Model 3000- 1 1 Emergency Locator Transmitter 1 . REMOTE CAB LE JACK -- Con nects to ELT remote switch/ann u nciator located on the copilot's i nstrument panel. 2. ANTENNA RECEPTACLE -- Connects to antenna mounted on top of tai l cone. 3. TRANSMITIER ANN U NCIATOR LIG HT -- Illuminates red to indicate the transmitter is transmitting a distress signal. 4. MASTER FUNCTION SELECTOR SWITCH (3-position toggle switch): AUTO -- Arms transmitter for automatic activation if II G II switch senses a predetermi ned deceleration level . ON -Activates transmitter i nstantly. Used for test purposes and if II G II switch is i noperative. The O N position bypasses the automatic activation switch. (The red annunciator i n the center of the remote switch/annunciator should illuminate). 54-4 May 30/00 CESSNA MODEL 1 728 SECTION 9 - SUPPLEMENTS S U PPLEMENT 4 - FAA APPROVED OFF/RESET -- Deactivates transmitter during handl i ng, fol lowing rescue and to reset the automatic activation function. (The red ann unciator in the center of the remote switch/annunciator should extinguish). 5 . REMOTE SWITCH/ANNUNCIATOR (3-position rocker switch): ON .Remotely activates the transmitter for test or emergency situations. Red ann unciator i n center o f rocker switch illuminates to indicate that the transmitter is transmitting a distress signal. AUTO -. Arms transmitter for automatic activation if " G il switch senses a predetermined deceleration level . RESET -Deactivates and rearms transmitter after automatic activation by the IIG " switch . Red annunciator i n center of rocker switch should extinguish. 1 ON A E U l T T 0 RESET 5 / Figure 2. Pointer Model 4000-1 1 Emergency Locator Transmitter (ELT). 1 . REMOTE CABLE JACK -- Connects to E LT remot switch/annunciator located on the copilot's i nstrument panel. 2. ANTENNA RECEPTACLE -- Connects to antenna mounted on top of tailcone. 3. TRANSMITIER ANNUNCIATOR LIGHT -- Illuminates red t indicate the transmitter is transmitting a distress signal . May 30/00 S4-5 SECTI O N 9 - S U PPLEMENTS SUPPLEMENT 4 - FAA APPROVE D CESSNA MODEL 1 72S 4. M�STER FUN CTION SELECTOR SWITC H (3-position toggle sWitch): ON -Activates transmitter i nstantly. Used for test purposes and if " G " switch is i noperative. The ON position bypasses the automatic activation switch. (The red ann u nciator in the center of remote switch/ann unciator the should illuminate). AUTO -Arms transmitter for automatic activation if " G " switch senses a predetermined deceleration level. OFF/RESET .- Deactivates transmitter d uring handl ing, fol lowing rescue and to reset the automatic activation function. (The red ann unciator in the center of the remote switch/annunciator should extinguish). 5. R EMOTE SWITCH/ANNUNCIATOR (3-position rocker switch): ON -Remotely activates the transmitter for test or emergency situations. Red annunciator i n center of rocker switch illuminates to i ndicate that the transmitter is transmitting a distress signal. AUTO -Arms transmitter for automatic activation if " G " switch senses a predetermined deceleration level. RESET -. Deactivates and rearms transmitter after automatic activation by the "G " switch. Red annunciator i n center of rocker switch should extinguish. SECTION 2 LIMITATIONS Refer to Section 2 of the Pilot's Operating Handbook (POH). 84-6 Ma 30/00 CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 4 - FAA APPROVED SECTION 3 EMERGENCY PROCEDURES Before performing a forced landing, especially in remote and mountainous areas, activate the ELT transmitter by positioning the remote switch/annunciator to the ON position. The annunciator i n center of t h e rocker switch should b e i ll uminated. Immediately after a forced landing where emergency assistance is requ i red , the E LT should be utilized as follows: NOTE The E LT remote switch/annunciator system could be i noperative if damaged during a forced landing. If i noperative, the i nertia "G i l switch will activate automatically. However, to turn the E LT OFF and ON again requires manual switching of the master function selector switch which is located on the ELT unit. 1 . ENSURE ELT ACTIVATION: a. Position remote switch/annunciator to the ON position even if annunciator l ight is already on . b. If airplane radio is operable and can be safely used (no threat of fire or explosion), turn ON and select 1 2 1 .5 M Hz. If the ELT can be heard transmitting, it is working properly. c. Ensure that antenna is clear of obstructions. When the ELT is activated , a decreasing tone will be heard before the typical warbling tone begins. 2. PRIOR TO SIGHTING RESCUE AIRCRAFT -- Conserve airplane battery. Do not activate radio transceiver. 3. A FTER SIGHTING RESCUE AIRCRAFT -- Position remote switch/ann unciator to the RESET position and release to the AUTO position to prevent radio i nterference. Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 1 2 1 .5 M Hz. If no contact is establ ished , return the remote switch/annunciator to the ON position immediately. 4. FOLLOWING RESCUE -- Position remote switch/ann unciator to the AUTO position, terminating emergency transmissions. May 30/00 s4-7 1 SECTION 9 - SUPPLEMENTS SUPPLEM E NT 4 - FAA APPROVED CESSNA MODEL 1 72S SECTION 4 NORMAL PROCEDURES As long as the remote switch/ann u nciator is in the AUTO position and the ELT master function selector switch remains in the AUTO position, the ELT automatically activates when the unit senses longitudinal inertia forces as required in TSO-C9 1 A. Following a l ig htning strike, or an exceptionally hard landing, the ELT may activate although no emergency exists. If the remote switch/annunciator illuminates, the ELT has inadvertently activated itself. Another way to check is to select 1 21 .5 MHz on the radio transceiver and listen for an emergency tone transmission. If the remote switch/ann unciator is illuminated or an emergency tone is heard, position the remote switch/ann unciator in the RESET position and release to the AUTO position. The E LT m ust be serviced in accordance with FAR Part 9 1 .207. INSPECTIONrrEST 1 . The emergency locator transmitter should be tested every 1 00 hours. NOTE 2. 3. 4. 5. Test should only be conducted within the first 5 m i nutes of each hour. Discon nect antenna cable from ELT. Turn airplane battery switch and avionics power switches ON. Turn airplane transceiver ON and set frequency to 1 2 1 .5 M Hz. Place remote switch/annunciator in the ON position. The ann u nciator should illuminate. Permit only th ree emergency tone transmissions, then immediately reposition the remote switch/ann unciator to the RESET position and release to the AUTO position. 6. Place the E LT master function selector switch in the ON position. Verify that the transmitter ann unciator light on the E LT and the remote switch/annunc iator on the i nstrument panel are illuminated. 184-8 May 30/00 CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 4 - FAA APPROVED 7. Place the ELT master function selector switch in the OFF/RESET position. 8. Reposition ELT master function selector switch to AUTO. 9. Reconnect antenna cable to EL T. WARNING A TEST WITH THE ANTENNA CONNECTED SHOULD BE APPROVED AND CON FIRMED BY THE N EAREST CONTROL TOWER. NOTE Without its antenna connected , the ELT will produce sufficient signal to reach the airplane transceiver, yet it wil l not disturb other communications or damage output circuitry. After accum ulated test or operation time equals 1 hour, battery pack replacement is required. I N..FLIGHT MONITORING AND REPORTING Pilot's are encouraged to monitor 1 2 1 .5 M Hz and/or 243.0 M Hz while i n flight to assist in identifying possible emergency ELT On receiving a signal , report the fol lowing transmissions. i nformation to the nearest air traffic control facility: 1. 2. 3. 4. Your position at the time the signal was first heard. Your position at the time the signal was last heard . Your position at maximum signal strength . Your flight altitude and frequency on which the emergency signal was heard -- 1 2 1 .5 M Hz or 243.0 M Hz. If possible, positions should be given relative to a navigation aid . I f the aircraft has homing equi pment, provide the bearing to the emergency signal with each reported position. SECTION 5 PERFORMANCE There is no change in airplane performance when the ELT is i nstalled . May 30/00 84-9/(S4- 1 0 blank) I Pilot's Operating Handbook and FAA Approved Airplane Flight Manual ODEL 1725 AIRPLANES 172S8001 AND ON SUPPLE ENT 5 BENDIX/KING KLN 89B GLOBAL POSITIONING SYSTEM (IFR) SERIAL NO,________ REGISTRATION NO,______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Global Positioning System is installed, FAA APPROVAL 'AA APPROveO UNDER FAR21 SUBPARTJ The Cessna AifChllft Co Option Manufacturer CE·1 ....�a� 7�.I�� Da�e�:�Ze COPYRIGHT CI 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S5-02 ex.eutivoEng,"Hf 2000 f Member of GAMA 8 July 1998 Revision 2 - 30 May 2000 S5-1 SECTION 9 - S UPPLEMENTS S U PPLE M E NT 5 FAA APPROVED CESSNA MODEL 1 72S - SUPPLEMENT 5 BENDIX/KING KLN 898 GLOBAL POSITIONING SYSTEM (IFR) The fol lowi ng Log of Effective Pages provides the date of issue for origi nal and revised pages, as well as a l isting of all pages i n the Supplement. Pages which are affected b y the current revision will carry the date of that revision Revision Level 1 2 o (Original) Date of Issue July 8, 1 998 May 2 1 , 1 999 May 30, 2000 LOG OF EFFECTIVITY PAGES PAGE Title (S5- 1 ) S5-2 S5-3 S5-4 S5-5 S5-6 S5-7 S5-8 S5-9 S5- 1 0 8 5-2 DATE May 30/00 May 30/00 May 2 1 /99 May 2 1 /99 May 21 /99 May 21 /99 May 2 1 /99 May 21 /99 May 2 1 /99 May 21 /99 PAGE DATE May 2 1 /99 S5- 1 1 85- 1 2 May 2 1 /99 S5- 1 3 May 2 1 /99 85- 1 4 May 2 1 /99 85- 1 5 May 2 1 /99 85- 1 6 May 2 1 /99 85- 1 7 May 2 1 /99 85- 1 8 May 2 1 /99 85- 1 9 May 2 1 /99 S5-20 blank May 2 1 /99 Ma 30/00 CESSNA MODEL 1 72S SECTION 9 S UPPLEMENTS SUPPLEM E NT 5 FAA APPROVED - - SUPPLEMENT 5 I BENDIX/KING KLN 89B GLOBAL POSITIONING SYSTEM (IFR) SERVICE BULLETIN CONFIGURATION LIST The fol lowing is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. Number Title May 21 /99 Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane S5-3 SECTION 9 - SUPPLE M E NTS SUPPLE M E NT 5 FAA APPROVED - CESSNA MODEL 1 72S SUPPLEMENT BENDIX/KING KLN 89B GPS NAVIGATION SYSTEM (IFR) SECTION 1 GENERAL A WARNING THE KLN 89B IS NOT AUTHORIZED FOR I NSTRUME NT APPROACHES U N LESS THE REVISION IS STATUS OPERATIONAL U PG RADED TO "ORS 02" OR LATER, AS READ ON THE POWER-ON PAGE, AND THE HOST SOFTWARE IS U PGRADED TO " HOST 008800004" OR LATER, AS READ ON THE KLN 89B OTH 6 PAGE. The KLN 89B G PS (Global Positioning System) is a three­ dimensional precision navigation system based on 24 earth orbiting satellites. Receiver Autonomous Integrity Monitori ng (RAIM) is a function that every I FR-certified GPS receiver must contin uously perform to assure position accuracy. RAIM is available when 5 or more of these satellites are in view, or 4 satellites are in view and a barometrically corrected altitude input from the airplane's altimeter is made. Annunciation is provided if there are not enough satel lites in view to assure position i ntegrity. Operational guidance for the KLN 89B GPS Navigation System is provided with the Bend ix/King KLN 89B Pilot's Guide (supplied with the airplane). This Pilot's Guide should be thoroug h ly studied and VFR operations conducted so that you are totally familiar with the G PS system of n avigation before actually using this equ ipment in I FR conditions. 85-4 May 2 1 /99 CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 5 - FAA APPROVED The database card is an electronic memory containing information on airports, navaids, intersections, SIO's, STAR's, instrument approaches, special use airspace, and other items of interest to the pilot. Every 28 days, Bendix/King receives new d atabase information from Jeppesen Sanderson for the North American database region. This information is processed and downloaded onto the database cards. Bendix/King makes these database card updates available to KLN 89B G PS users. CAUTION THE DATABASE MUST BE UPDATED ONLY WHilE THE AIRCRAFT IS ON THE G ROUN D. THE KlN 89B DOES NOT PERFORM ANY NAVIGATION FUNCTION WHilE THE DATABASE IS BEING UPDATED. NOTE A current database is required by regulation in order to use the KLN 89B G PS system for non precision approaches. Provided the KLN 89B navigation system is receiving adequate usable signals, it has been demonstrated capable of and has been shown to meet the accuracy specifications of: VFRIIFR en route oceanic and remote, en route domestic, terminal, and instrument approach (GPS, Loran-C, VOR, VOR-OME, TACAN, N OB, NOB­ O M E, RNAV) operation within the U.S. National Airspace System, North Atlantic Minimum Navigation Performance Specifications (MN PS) Airspace and l atitudes bounded by 74 ° North and 60 ° South using the WGS-84 (or NAD 83) coordinate reference datum in accordance with the criteria of AC 20-1 38, AC 9 1 -49, and AC 1 2033. Navigation data is based upon use of only the global positioning system (G PS) operated by the United States. May 2 1 /99 85-5 SECTIO N 9 - SUPPLEMENTS SUPPLEM E NT 5 FAA APPROVED - CESSNA MODEL 1 72S NOTE Aircraft using G PS for oceanic I FR operations may use the KLN 898 to replace one of the other approved means of long range navigation . A single KLN 898 GPS i nstal lation may also be used on short oceanic routes which require only one means of long-range navigation. NOTE FAA approval of the KLN 898 does not necessari ly constitute approval for use i n foreign airspace. NOTE When the KLN 89B contains receiver software RCVR 0 1 621 -0001 (or h ig her dash number) , as verified on the OTH 6 page, the u nit is q ualified for B RNAV (Basic Area Navigation) operation in the European region in accordance with the criteria of AC 90-96. (Reference ICAO Doc 7030 Regional Supplementary Procedu res, JAA Technical Guidance Leaflet AMJ20X2 and Eurocontrol RNAV Standard Doc 003-93 Area Navigation Equ i pment Operational Requirements and Functional Requirements (RNAV).) 55-6 May 2 1 /99 CESSNA MODEL 1 72S S ECTION 9 S UPPLEM E NTS SUPPLEMENT 5 FAA APPROVED - - 2 3 ma..l.....I---- 4 7 8 6 0585C1 042 1 . G PS M ESSAGE (MSG) AN NUNCIATOR LIGHT -- M SG will begi n flashing whenever the message prompt (a large "M" on the left side of the screen) on the KLN 898 G PS u n it begi ns flashing to alert the pilot that a message is waiting. Press the Message (MSG) key on the GPS to d isplay the m essage. If a message condition exists which requires a specific action by the pilot, the message annu nciator will remain on but will not flash. 2. G PS WAYPOINT (WPT) ANNUNCIATOR LIGHT -- G PS WAYPOI NT ann unciator wil l begi n to flash approximately 36 seconds prior to reachi ng a Direct-To waypoint. Also, when turn anticipation is enabled in the KLN 898 G PS u n it, the ann unciator will begin to flash 20 seconds prior to the beginning of turn anticipation, then illuminate steady at the very beginning of turn anticipation. Figure 1 . G PS Ann unciator/Switch (Sheet 1 of 3) May 2 1 /99 SECTION 9 - SUPPLEM E NTS SUPPLEMENT 5 - FAA APPROVED C ES S NA MODEL 1 72S WARNING TURN ANTICIPATION IS AUTOMATICALLY D ISABLED FOR FAF WAYPOINTS AND THOSE USED EXCLUSIVELY I N SID/STARS WHERE OVERFLIGHT I S REQUIRED. FOR WAYPOINTS SHARED B ETWEEN SID/STARS AND PUBLISHED ROUTE SEGMENTS (REQUIRING OVERFLIGHT IN THE SID/STARS), PROPER SELECTION ON THE PRESENTED WAYPOINT PAGE IS NECESSARY TO PROVIDE ADEQUATE ROUTE PROTECTION ON THE SID/STARS. 3. GPS APPROACH (GPS, APR) SWITCH -- Pressing the G PS APPROACH switch manually selects or disarms the approach ARM mode and also cancels the approach ACTV mode after being automatically engaged by the KLN 89B G PS system . The white background color of the GPS APPROACH ann u nciator makes it visible i n daylight. 4. ARM AN NUNCIATOR LIGHT -- ARM ann unciator will illuminate when the KLN 89B GPS system automatically selects the approach ARM mode or when the approach ARM mode is manual ly selected . The approach ARM mode will be automatically selected when the airplane is withi n 30 NM of an airport, and an approach is loaded in the flight plan for that airport. The approach ARM mode can manually be selected at a greater distance than 30 N M from the airport by pressing the GPS APPROACH switch; however, this wil l not change the CDI scale until the airplane reaches the 30 NM poi nt. The approach ARM mode can also be disarmed by pressing the GPS APPROACH switch. 5. ACTIVE (ACTV) ANNUNCIATOR LIGHT -- ACTV ann u nciator wil l illuminate when the KLN 89B G PS system automatically engages the approach ACTV mode (the ACTV mode can only be engaged by the KLN 89B G PS system which is automatic.) To cancel the approach ACTV mode, press the G PS APPROACH switch; this will change the mode to the approach ARM mode and illuminate the ARM annunciator. Figure 1 . G PS Ann unciator/Switch (Sheet 2 of 3) I S5-8 May 2 1 /99 CESSNA MODEL 1 725 SECTION 9 - SUPPLEMENTS SUPPLEMENT 5 - FAA APPROVED 6. NAV/GPS SWITCH -- Toggles from Nav 1 to G PS and vice versa to control the type of navigation data to be d isplayed on the COl (Course Deviation Indicator). The No. 1 COl Omni Bearing Selector (OBS) provides analog cou rse i nput to the KLN 89B in OBS mode when the NAV/GPS switch/ann u nciator is i n G PS. When the NAV/GPS switch ann unciation is in NAV, G PS course selection in OBS mode is digital through the use of the controls and display at the KLN 898. NOTE Manual COl course centering in OBS mode using the control knob can be difficult, especially at long distances. Centering the Course Deviation Indicator (COl) needle can best be accomplished by pressing the Direct-To button and then manually setting the No. 1 COl course to the course value prescribed i n the KLN 898 displayed mes·s age. NOTE The Directional Gyro heading (HOG) bug must also be set to provide proper course datum to the autopilot if (When the coupled to the KLN 898 in or optional HSI is i nstalled, the HSI course pointer provides course datum to the autopilot.) 7. NAVIGATION SOURCE (NAV) ANN UNCIATOR -- The NAV ann unciator wil l illuminate steady to i nform the pilot that NAV 1 information is being d isplayed on the NAV 1 COL 8. NAVIGATION SOURCE (GPS) AN N U NCIATOR -- The G PS ann unciator wil l illuminate steady to inform the pilot that GPS i nformation is being d isplayed on the NAV 1 COl. Figure 1 . G PS Annunciator/Switch (Sheet 3 of 3) May 2 1 /99 s5-9 1 S ECTION 9 - S UPPLEMENTS SUPPLEMENT 5 FAA APPROVE D - CESSNA MODEL 1 72S SECTION 2 LIMITATIONS 1 . The KLN 89B G PS Pilot's G uide, PIN 006-08786-0000, dated May, 1 995 (or later applicable revision) m ust be available to the flight crew whenever I FR G PS navigation is used. The Operational Revision Status (ORS) of the Pilot's Guide must match the ORS level ann unciated on the Self Test page. 2. I FR Navigation is restricte� as fol lows: a. The system m ust util ize ORS level 0 1 or later FAA approved revision. b. The data on the self test page m ust be verified prior to use. c. I FR en route and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data. d. The system must util ize ORS Level 02 or later FAA approved revision to conduct non precision i nstrument approaches. I n addition, the software level status found o n page OTH 6 must be " HOST 00880-0004 " or later. Instru ment approaches must be accomplished in accordance with approved i nstrument approach procedures that are retrieved from the KLN 89B database. The KLN 89B database must i ncorporate the current u pdate cycle. 1 ) The KLN 89B Quick Reference, PIN 006-08787-0000, dated 5/95 (or later applicable to revision) must be available to the flight crew during instrument approach operations. 2) Instrument approaches must be conducted in the approach mode and RAI M m ust be available at the Final Approach Fix. 85- 1 0 May 21 /99 CESSNA MODEL 1 72S S ECTION 9 - S UPPLEMENTS S U PPLEMENT 5 - FAA APPROVED 3) APR ACTV mode m ust be ann unciated at the Final Approach Fix. 4) Accomplishment of I LS , LOC, LOC-BC, LOA, SDF, and M LS approaches are not authorized. 5) When an alternate airport is required by the applicable operating rules, it must be served by an approach based on other than G PS or Loran-C navigation . 6) The KLN 89B can only be used for approach guidance if the reference coordi nate datum system for the i nstrument approach is WGS-84 or NAD-83. (Al l approaches in the KLN 89B database use the WGS-84 or the NAD-83 geodetic datum). e. For BRNAV operations in the European region : 1 ) With 23 (24 if the altitude input to the KLN 89B is not available) or more satel lites projected to be operational for the flight, the aircraft can depart without further action. 2) With 22 (23 if the altitude input to the KLN 898 is not available) or fewer satellites projected to be operational for the flight, the availability of the G PS i ntegrity (RAIM) should be confirmed for the i ntended flight (route and time). This should be obtai ned from a prediction program run outside of the aircraft. The prediction program m ust comply with the criteria of Append ix 1 of AC90-96. In the event of a predicted contin uous loss of RAIM of more than 5 minutes for any part of the i ntended flight, the flight should be delayed, cancelled, or rerouted on a track where RAI M requirements can b e met. N OTE AlliedSignal 's Preflight, Version 2.0 or later computer based prediction program may be used for the RAIM prediction . Alternate methods should be submitted for approval i n accordance with Advisory Circular AC90-96. May 2 1 /99 S5- 1 1 SECTION 9 - SUPPLEMENTS S UPPLEM E NT 5 - FAA APPROVED I 1. CESSNA MODEL 1 72S The aircraft must have other approved navigation equipment appropriate to the route of flight i nstalled and operational . SECTION 3 EMERGENCY PROCEDURES There are no changes to the basic airplane emergency procedures when the KLN 898 GPS is installed. 1 . If the KLN 898 G PS information is not available or i nval id, utilize remain i ng operational navigation equipment as required . 2. If a " RAIM NOT AVAILABLE " message is displayed while cond ucting an i nstrument approach, terminate the approach . Execute a missed approach i f required . 3 . If a " RAIM NOT AVAILABLE " message is d isplayed i n the en route or termi nal phase of flight, continue to navigate using the KLN 89B or revert to an alternate means of navigation . appropriate to the route and phase of flight. When continuing to use the KLN 898 for navigation, position must be verified every 1 5 m i nutes using another IFR approved navigation system . r 4. Refer to the KLN 89B Pilot's Guide, Append ices B and C , for appropriate pilot actions to be accomplished in response to ann u nciated messages. SECTION 4 NORMAL PROCEDURES OPERATION Normal operating procedures are outli ned in the KLN 89B G PS P ilot's G uide, PIN 006-08786-0000, dated May, 1 995, (or later applicable revision). A KLN 89B Quick Reference, PIN 006-087870000, dated May, 1 995 (or later applicable revision) containing an approach sequence, operating tips and approach related messages is i ntended as wel l for cockpit use by the pilot fam i l iar with KLN 898 operations when conducting i nstrument approaches. 85- 1 2 May 21 /99 I CESSNA MODEL 1 72S S ECTION 9 - S UPPLEMENTS SUPP LEME NT 5 - FAA APPROVED WAR N I NG TO PREVENT T H E POSSIBILITY OF TURN ANTICIPATION POTENTIALLY CAUSING M ISLEADING WHEN THE NAVIGATION AIRCRAFT IS NOT ON COURSE, VERIFY T H E CDI COU RSE A N D CDI N EEDLE PRESENTATION IS PROPER PRIOR TO TAKEOFF A N D DO NOT SWITCH FROM OBS TO LEG WITH G R EATER THAN 1 NM CRO�S TRACK ERROR (XTK). I F M ISLEADING DATA IS SUSPECTE D, A D I RECT-TO OPERATION TO YOU R DESI RED WAYPOINT WILL CLEAR ANY PREVIOUS OBS COURSE, AND CANCEL TU RN ANTICIPATION. NOTE After the above Direct-To operation, further reorientation to the nearest leg of the active fli g ht plan may be accomplished by pressi ng the Direct-To button followed by pressi ng the Clear button and finally the Enter Button. Refer to the Pilot's G uide section 4.2.2 for an explanation of turn anticipation , and Appendix A - Navigation Terms for the defi nition of cross track error (XTK). AUTOPILOT COUPLED OPERATION The KLN 898 may be coupled to the KAP 1 40 autopilot by first selecting G PS on the NAV/GPS switch. Manual selection of the desired track on the pilot's DG headi ng bug is required to provide course datum to the KAP 1 40 autopilot. ( Frequent course datum changes may be necessary, such as in the case of flying a D M E arc.) The autopilot approach mode (APR) should be used when con ducting a coupled GPS approach. NOTE Select H DG mode for D M E arc i ntercepts. NAV or APR coupled DME arc i ntercepts can result i n excessive overshoots (aggravated by high ground speeds and/or intercepts from i nside the arc). May 2 1 /99 SECTION 9 SUPPLEME NTS SUPPLE M E NT 5 FAA APPROVED - - CESSNA MODEL 1 72S APPROACH MODE SEQU ENCING AND RAI M PREDICTION WARNING FAM ILIARITY WITH THE E N ROUTE OPERATION OF THE KlN 89B Will NOT CONSTITUTE P ROFICIENCY IN APPROACH OPERATIONS. APPROACH OPERATIONS SHOU LD N OT BE ( INSTRU ME NT IN IMC ATTEMPTED M ETEOROLOGICAL CONDITIONS) PRIOR TO ATTAIN I NG PROFICIENCY I N VMC (VISUAL M ETEOROLOGICAL CON DITIONS). NOTE The special use airspace alert wil l automatically be disabled prior to flying an i nstrument approach to red uce the potential for message congestion . 1 . Prior to arrival, select a STAR if appropriate from the APT 7 page. Select an approach and an i nitial approach fix (IAF) from the APT 8 page. NOTE Using the outer knob, select the ACT (Active Flight Plan Waypoints) pages. Pull the i n ner knob out and scroll to the destination airport, then push the i nner knob i n and select the ACT 7 or ACT 8 page. To delete or replace a SID, STAR or approach, select FPL 0 page. Place the cursor over the name of the procedure, press E NT to change it, or ClR then ENT to delete it. 1 55-1 4 May 2 1 /99 C ESSNA MODEL 1 72S S ECTION 9 - SUPPLEMENTS S U PPLEMENT 5 FAA APPROVE D - 2. En route, check for RAIM availability at t h e destination airport ETA on the OTH 3 page. N OTE RAI M m ust be available at the FAF in order to fly an i nstrument approach. Be prepared to termi nate the approach u pon loss of RAIM . 3 . At o r within 30 n m from the airport: a. Verify automatic annunciation of APRARM . b. Note automatic COl needle scaling change from ± 5.0 n m to ± 1 .0 nm over the next 3 0 seconds. c. Update the KLN 89B altimeter baro setting as required . d . Internally the KLN 89B wil l transition from en route to termi nal integrity monitoring. 4. Select N AV 4 page to fly the approach procedure. a. If receiving radar vectors, or need to fly a procedure turn or holding pattern, fly in OBS until i nbound to the FAF. N OTE OBS navigation is TO-FROM (like a VOR) without waypoint sequencing. WARNING TO P REVENT THE POSSIB ILITY OF TURN P OTENTIALLY CAUSING ANTICIPATION THE WHEN NAVIGATION MISLEADING AIRCRAFT IS NOT O N COURSE, DO N OT SWITCH FROM OBS TO LEG WITH GREATER THAN 1 NM CROSS TRACK ERROR (XTK). b. NoPT routes i ncluding DME arc's are flown i n LEG. LEG is mandatory from the FAF to the MAP. May 2 1 /99 SECTION 9 - SUPPLEMENTS SUPPLE M E NT 5 FAA APPROVED - CESSNA MODEL 1 72S NOTE Select H OG mode for DME arc i ntercepts. NAV or APR cou pled DME arc intercepts can result in excessive overshoots (agg ravated by high ground speeds and/or i ntercepts from i nside the arc). WARNING FLYING FINAL OUTBOUN D FROM AN OFF· AIRPORT VORTAC ON AN OVERLAY APPROACH; BEWARE OF THE DME DISTANCE I NCREASING ON FINAL APPROACH, AND THE GPS DISTANCE..TO-WAYPOINT DECREASING, AND NOT MATCHI NG THE NUMBERS ON THE APPROAC H PLATE. 5. At or before 2 nm from the FAF i nbound: a. Select the FAF as the active waypoint, if not accomplished already. b. Select LEG operation. 6. Approaching the FAF i n bound (withi n 2 nm): a. Verify APR ACTV. b. Note automatic COl needle scali ng change from ± 1 .0 nm to ± 0.3 n m over the 2 nm inbound to the FAF. c. Internally the KLN 89B will transition from termi nal to approach i ntegrity monitoring. 7. Crossing the FAF and APR ACTV is not annunciated: a. Do not descend. b. Execute the missed approach. 155-16 May 2 1 /99 C ESSNA MODEL 1 72S SECTION 9 S UPPLEM E NTS S U PPLEMENT 5 FAA APPROVED - - 8. M issed Approach: a. Clim b . b. Navigate to the MAP (in APRARM if APR ACTV is not available). NOTE There is no automatic LEG sequencing at the MAP. c. After climbing in accordance with the published m issed approach procedure, press the Direct To button, verify or change the desired holding fix and press ENT. G E N E RAL N OTES • • • • • The database must be up to date for instrument approach operation . Only Q.!Jf! approach can be i n the flight plan at a time. Checking RAIM prediction for your approach while en route using A self check occurs the OTH 3 page is recommended . automatically withi n 2 nm of the FAF. APR AeTV is inhibited without RAI M . Data cann ot b e altered, added to o r deleted from the approach procedures contained in the database. (OME arc intercepts may be relocated along the arc through the NAV 4 or the FPl 0 pages). Some approach waypoints do not appear o n the approach plates (including i n some instances the FAF). May 2 1 /99 SECTION 9 - SUPPLEMENTS SUPPLEMENT 5 - FAA APPROVED CESSNA MODEL 1 72S e Waypoint suffixes i n the flight plan: i -- IAF f -- FAF m -- MAP h -- missed approach holding fix. eThe DME arc IAF (arc intercept waypoint) will be on your present position radial off the arc VOR when you load the IAF into the flight plan, or the beginning of the arc if currently on a radial beyond the arc l im it. To adjust the arc i ntercept to be compatible with a current radar vector, bring up the arc IAF waypoi nt i n the NAV 4 page scann i ng field or u nder the cursor on the FPL 0 page, press CLR, then E NT. Fly the arc in LEG. Adjust the heading bug (if autopilot coupled) and CDI course with reference to the desired track value on the NAV 4 page (it will flash to remind you). Left/right CDI needle information is relative to the arc. Displayed distance is not along the arc but direct to the active waypoi nt. (The DME arc radial is also d isplayed in the lower right corner of the NAV 4 page.) e The DME arc IAF identifier may be unfami liar. Example: D098G where 098 stands for the 098 0 radial off the referenced VOR, and G is the seventh letter i n the alphabet indicating a 7 DME arc. I APRARM to APR ACTV is automatic provided that: a. b. c. d. e. f. g. You are i n APRARM (normally automatic) . You are in LEG mode. The FAF is the active waypoint. Withi n 2 nm of the FAF. Outside of the FAF. I n bound to the FAF. RAI M is available. e Direct-To operation between the FAF and MAP cancels APR ACTV. Fly the m issed approach in APRARM. e Flagged navigation i nside the FAF may usually be restored (not g uaranteed) by pressing the GPS APR button changing from ACTV to ARM. Fly the missed approach. 85- 1 8 May 2 1 /99 I CESSNA MODEL 1 72S I - SECTION 9 S U PPLEMENTS S U PPLEMENT 5 FAA APPROVED - - The i nstrument approach using the KLN 898 may be essentially automatically started 30 nm out (with a manual baro setting u pdate) or it may require judicious selection of the OBS and LEG modes. - APRARM may be canceled at any time by pressing the G PS APR button. (A subsequent press will reselect it.) SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionics equipment is installed . However, i nstallation of an externally­ mounted antenna or related external antennas, may result i n a m inor reduction i n cruise performance. May 2 1 /99 85-1 9/(85-20 blank) Pilot's Operating Hand book and FAA Approved Airplane Flight Manual SSNA MODEL 1 AIRPLANES 172S8001 AND ON SUPPLE ENT 6 BENDIX/KING KR87 AUTOMATIC DIRECTION FINDER (ADF) SERIAL NO.,________ REGISTRATION NO.______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Automatic Direction Finder is instal/ed. FAA APPROVAL f1lAA APPROveO UNDER FAR 21 SUBPART J The Cessna Aircreft Co .-�� Option Manufacturer ce·, ?'�.#���Enalnnr Da�e�;;-.le 2000 Member of GAMA COPYRIGHT c 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS·Se·01 8 July 1998 Revision 1 - 30 May 2000 86-1 CESSNA MODEL 1 72S S ECTION 9 - SUPPLEMENTS S U PPLEM E NT 6 - FAA APPROVED 6 BENDIX/KING KR 87 AUTOMATIC DIRECTION FINDER (ADF) The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages i n the Supplement. Pages which are affected b y the current revision will carry the date of that revision Date of Issue Revision Level 1 o (Original) July 8, 1 998 May 30, 2000 lOG OF EFFECTIVITY PAGES PAGE Title (S6- 1 ) S6-2 S6-3 S6-4 S6-5 S6-6 DATE May 30/00 May 30/00 May 30/00 July 8/98 J uly 8/98 May 30/00 PAGE S6-7 S6-8 86-9 86- 1 0 S6- 1 1 S6- 1 2 DATE July July July July July July 8/98 8/98 8/98 8/98 8/98 8/98 SERVICE BULLETIN CONFIGURATION LIST The following is a l ist of 8ervice Bulletins that are applicable to the operation of the airplane, and have been i ncorporated i nto this supplement. This list contains only those Service Bulleti ns that are currently active. N umber S6-2 Title Airplane U nit Effectivity ReVision Incorporation I ncorporated In Airplane May 30/00 C ESSNA MODEL 1 72S S ECTION 9 - SUPPLEMENTS S U PPLEMENT 6 - FAA APPROVED I BENDIX/KING KR 87 AUTOMATIC DIRECTION FINDER (ADF) SECTION 1 GENERAL The Bendix/King Digital ADF is a panel-mounted, digitally tuned automatic d i rection finder. It is designed to provide contin uous 1 kHz digital tuni ng i n the frequency range of 200-kHz to 1 799-kHz and elim inates the need for mechanical band switching. The system is comprised of a receiver, a built-in electronics timer, a bearing i ndicator, and a KA-44B combined loop and sense antenna. Operating controls and d isplays for the Bendix/King Digital ADF are shown and described i n Figure 1 . The audio system used i n conjunction with this radio for speaker-phone selection i s shown and described in Supplement 3 of this handbook. The Bendix/King Digital ADF can be used for position plotting and homing procedures, and for aural reception of amplitude­ modulated (AM) signals. The "flip-flop II frequ ency display allows switching between pre­ selected "STAN DBY" and "ACTIVE " frequencies by pressing the frequency transfer button . Both pre-selected frequencies are stored i n a non-volatile memory circuit (no battery power required) and displayed in large, easy-to-read , self-dimming gas discharge n umerics. The active frequency is continuously displayed in the left window, while the right window wil l display either the standby frequency or the selected readout from the built-in electronic timer. The built-in electronic timer has two separate and independent timing functions. An automatic flight timer that starts whenever the u nit is turned on. This timer functions up to 59 hours and 59 m i nutes. An elapsed timer which wil l count up or down for up to 59 m i nutes and 59 seconds. When a preset time interval has been programmed and the countdown reaches :00, the display will flash for 1 5 seconds. Since both the flight timer and elapsed timer operate i ndependently, it is possible to monitor either one without disrupting the other. The pushbutton controls and the bearing indicators are internally l ighted. Intensity is controlled by the RADIO light dimming rheostat. May 30/00 86-3 SECTION 9 - S U PPLEMENTS S UPPLEMENT 6 FAA APPROVED CESSNA MODEL 1 72S - 5 AD F ANT ADF 12 11 10 8 9 13 15 KR87 TSO 6 7 14 0585C1 043 0585C1 044 Figure 1 . KR 87 Automatic Direction Finder (ADF) (Sheet 1 of 4) 86-4 July 8/98 I CESSNA MODEL 1 72S S ECTION 9 - SUPPLEMENTS SUPPLE MENT 6 - FAA APPROVED 1 . ANT/ADF M ODE ANNUNCIATOR -Antenna (ANT) is selected by the "out" position of the ADF button . This mode i mproves the audio reception and is usually used for station identification. The bearing pointer is deactivated and wil l park i n the 90 ° relative position. Automatic Direction Finder (ADF) mode is selected by the depressed position of the ADF button . This mode activates the bearing pointer. The bearing pointer will point in the direction of the station relative to the aircraft heading. 2. I N-USE FREQUENCY DISPLAY -- The frequency to which the ADF is tuned is displayed here. The active ADF frequency can be changed directly when either of the timer functions is selected. 3. B FO (Beat Frequency Oscil lator) ANNUNCIATOR -. The B FO mode, activated and ann u nciated when the II BFO " button is depressed, permits the carrier wave and associated morse code identifier broadcast on the carrier wave to be heard . NOTE CW signals (Morse Code) are u nmodulated and no audio will be heard without use of B FO . This type of signal is not used in the U nited States air navigation. It is used in some foreign countries and marine beacons. 4. STANDBY FREQ U ENCY/FLIGHT TIME OR ELAPSE D TIME ANNUNCIATION -- When FRQ is displayed the STAN DBY frequency is displayed i n the right hand d isplay. The STANDBY frequency is selected using the frequency select knobs. The selected STANDBY frequency is put into the ACTIVE frequency windows by pressing the frequency transfer button . Either the standby frequency, the flight timer, o r the elapsed time is d isplayed in this position . The flight timer and elapsed timer are d isplayed replacing the standby frequency which goes i nto II blind " memory to be cal led back at any time by depressi ng the FRQ button . Flight time or elapsed time are d isplayed and annunciated alternatively by depressing the FLT/ET button. Figure 1 . KR 87 Automatic Direction Fi nder (ADF) (Sheet 2 of 4) J u ly 8/98 S6-5 SECTIO N 9 - SUPPLEMENTS SUPPLEM E NT S - FAA APPROVED I 5. S. CESSNA MODEL 1 72S FLIGHT TIM E R AND E LAPSE D TIM E R MODE ANNU NCIATION -- Either the elapsed time ( ET) or flight time (FLT) mode is annunciated here. FREQUENCY S ELECT KNOBS -- Selects the standby frequency when FRQ is displayed and directly selects the active frequency whenever either of the time functions is selected . The frequency selector knobs may be rotated either clockwise or counterclockwise. The small knob is pulled out to tune the 1 'so The small knob is pushed in to tune the 1 0's. The outer knob tunes the 1 00's with rollover i nto the 1 000's u p to 1 799. These knobs are also used to set tne desired time when the elapsed timer is used i n the countdown mode. 7. O N/OFFNOLU M E CONTROL SWITCH (ON/OFFNOL) Controls primary power and audio output level. Clockwise rotation from OFF position applies primary power to the receiver; further clockwise rotation increases audio level. ' Audio m uting causes the audio output to be m uted u nless the receiver is locked on a valid station. -­ ! 8. S ET/RESET E LAPSE D TI MER BUTTON (SET/RST) -- The set/reset button when pressed resets the elapsed timer whether it is being d isplayed or not. 9. FLIGHT TIM E R/ELAPS ED TI MER MODE S ELECTOR BUTTON (FLT/ET) -- The Flight Timer/Elapsed Time m ode selector button when pressed alternatively selects either Flight Timer mode or Elapsed Timer mode. Figure 1 . KR 87 Automatic Direction Finder (ADF) (Sheet 3 of 4) 8S-6 May 30/00 i CES S NA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEME NT 6 - FAA APPROVED 1 0. FREQUEN CY TRANSFER BUTTON (FRQ) -- The FRQ transfer button when pressed exchanges the active and standby frequencies. The new frequency becomes active and the former active frequency goes into standby. 1 1 . BFa (Beat Frequency Oscillator) BUTTON -. The B FO button selects the BFO mode when in the depressed position. (See note under item 3). 1 2. ADF BUTTON -- The ADF button selects either the ANT mode or the ADF mode. The ANT mode is selected with the ADF button i n the out position . The ADF mode is selected with the ADF button in the depressed position. 1 3. LUBBER LINE -- I ndicates relative or magnetic heading of the aircraft. The heading must be manually i nput by the pilot with the headi ng (HOG) knob. 1 4. COMPASS CARD -- Manually rotatable card that i ndicates relative or magnetic heading of aircraft, as selected by H OG knob. 1 5. BEARING POINTER -- Indicates relative or magnetic bearing to station as selected by H OG knob. If the relative heading of North (N) is man ually selected under the l u bber line by the pilot, then the bearing pointer indicates the relative bearing to the station. If the aircraft's magnetic headi ng is selected u nder the lubber line by the pilot, then the bearing poi nter i ndicates the magnetic bearing to the station. 1 6. H EADING KNOB ( H OG) -- Rotates card to set i n relative or magnetic h eading of aircraft. Figure 1 . KR 87 Automatic Direction Finder (ADF) (Sheet 4 of 4) July 8/98 S6-7 SECTION 9 - S UPPLEM ENTS SUPPLEMENT 6 - FAA APPROVED C ESSNA MODEL 1 728 SECTION 2 LIMITATIONS There is no change to airplane l i mitations when the KR 87 ADF is installed. SECTION 3 EMERGENCY PROCEDURES There are no changes to the basic airplane emergency procedures when the KR 87 ADF is installed . SECTION 4 NORMAL PROCEDURES TO OPERATE AS AN AUTOMATIC DIRECTION FINDER: 1 . OFFNOL Control -- ON. Frequency Selector Knobs -- SELECT desired frequency in the standby frequency display. 3. FRO Button -- PRESS to move the desired frequency from the standby to the active position. 4. ADF Selector Switch (on audio control panel) -- SELECT as desired . 5. OFFNOL Control -- SET to desired volume level and identify that desired station is being received . 6. ADF Button -- SELECT ADF mode and note relative bearing on indicator. 2. ADF TEST (PRE-FLIG HT or I N-FLIGHT): ADF Button -- SELECT ANT mode and note pointer moves to 900 position. 2. ADF Button -- SELECT ADF mode and note the pointer moves without hesitation to the station bearing. Excessive pointer sluggishness, wavering or reversals i ndicate a signal that is too weak or a system malfunction . 1. 86-8 July 8/98 CESSNA MODEL 1 72S S ECTION 9 - S UPPLEM E NTS SUPPLEMENT 6 - FAA APPROVED TO OPERATE BFO: 1 . OFFNOL Control -- ON. 2. BFO Button -- PRESS on. 3. ADF Selector Buttons (on audio control panel) -- S ET to desired mode. 4. VOL Control -- ADJUST to desired listening level. NOTE A 1 000-Hz tone and Morse Code identifier is heard i n the audio output when a C W signal is received. TO OPERATE FLI G HT TIM E R: 1 . OFFNOL Control -- ON. 2. FLT/ET Mode Button -- PRESS (once or twice) u ntil FLT is ann unciated. Timer wil l already be counting since it is activated by turning the unit on. 3 . OFFNOL Control -- OFF and then O N if it is desired to reset the flight timer. TO OPERATE AS A COMM U NICATIONS R ECEIVER ONLY: 1 . OFFNOL Control -- O N . 2. A D F Button -- SELECT ANT mode. 3. Frequency Selector Knobs -- SELECT desired frequency i n the standby frequency d isplay. 4. FRO Button .- PRESS to move the desired frequency from the standby to the active position . 5. ADF Selector Buttons (on audio control panel) .- S ET to desired mode. S. VOL Control -- ADJUST to desired l istening level. July 8/98 SS-9 S ECTIO N 9 - SUPPLEMENTS S U PPLEMENT 6 - FAA APPROVE D CESSNA MODEL 1 72S TO OPERATE ELAPSED TIME TIMER-COUNT UP MODE: 1 . OFFNOL Control -- ON. 2. FLT/ET Mode Button -- PRESS (once or twice) u ntil ET is annunciated. 3. S ET/RST Button -- PRESS momentarily to reset elapsed timer to zero. N OTE The Standby Frequency which is i n memory while Flight Time or Elapsed Time modes are being displayed may be called back by pressing the FRQ button, then transferred to active use by pressing the FRQ button again . T O OPERATE ELAPSED TIME TIMER-COU NT DOWN MODE: 1 . OFFNOL Control -- ON. 2. FLT/ET Mode Button -- PRESS (once or twice) u ntil ET is annunciated . 3. SET/RST Button -- PRESS u ntil the ET annunciation begins to flash . 4. FREQUENCY SELECTOR KNOBS -- S ET desired time i n the elapsed time d isplay. The small knob is pulled out to tune the 1 'so The small knob is pushed in to tune the 1 0's. The outer knob tunes minutes up to 59 minutes. NOTE Selector knobs remain i n the time set mode for 1 5 seconds after the last entry or u ntil the SET/RST, FLT/ET or FRQ button is pressed. 5. S ET/RST Button -. PRESS to start countdown. When the timer reaches 0, it will start to count up as display flashes for 1 5 seconds. NOTE While FLT or ET are d isplayed, the active frequency on the left side of the window may be changed, by using the frequency selector knobs, without any effect on the stored standby frequency or the other modes. 56- 1 0 Jul 8/98 CESSNA MODEL 1 72S SECTION 9 S UPPLEM EN TS S UPPLEM ENT 6 - FAA APPROVED - ADF OPERATION N OTES: E RRONEOUS ADF BEARING DUE TO RADIO FREQU ENCY PHENOMENA: In the U.S., the FCC, which assigns AM radio frequencies, occasionally will assign the same frequency to more than one station in an area. Certain conditions, such as Night Effect, may cause signals from such stations to overlap. This should be taken i nto consideration when using AM broadcast station for navigation. Sunspots and atmospheric phenomena may occasionally distort reception so that signals from two stations on the same frequency will overlap. For this reason, it is always wise to make positive identification of the station being tuned, by switching the function selector to ANT and l istening for station call letters. ELECTRICAL STORMS: In the vici nity of electrical storms, an ADF i nd icator pointer ten ds to swing from the station tuned toward the center of the storm . NIGHT EFFECT: This is a disturbance particularly strong j ust after sunset and just after dawn. An ADF indicator pointer may swing erratically at these times. If possible, tune to the most powerful station at the lowest frequency. If this is not possi ble, take the average of pointer oscillations to determ i ne relative station bearing. MOUNTAI N EFFECT: Radio waves reflecting from the surface of mountains may cause the pointer to fluctuate or show an erroneous bearing . This should be taken i nto account when taking bearings over mountainous terrain . COASTAL REFRACTION: Radio waves may be refracted when passing from land to sea or when moving parallel to the coastline. This also should be taken i nto account. July 8/98 S6- 1 1 SECTION 9 SUPPLEMENTS SUP PLEM E NT 6 FAA APPROVED - - CESSNA MODEL 1 728 SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is i nstalled. However, the installation of an external ly mounted antenna or related external antennas, may result i n a m inor reduction in cruise performance. S6-1 2 J u ly 8/98 ATextron Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA MODEL 1725 AIRPLANES 172S8001 AND ON SUPPLE ENT 7 BENDIX/KING KAP 140 SINGLE AXIS AUTOPILOT SERIAL NO,________ REGISTRATION NO,______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Single Axis Autopilot is installed, FAA APPROVAL 'M APPROVED UNDER FAR 21 SUBPART J The Cessna Aircraft Co Option Manufacturer ce·, ....�� 7��_Enat.... Date: 27 June 2000 COPYRIGHT Q 1998 CESSNA AIRCRAFT COMPANY WICHITA. KANSAS, USA 1 72SPHUS-S7-01 o Member of GAMA 8 July 1998 Revision 1 - 30 May 2000 87-1 SECTION 9 - SUPPLEMENTS SUPPLEM E NT 7 - FAA APPROVED C ESSNA MODEL 1 72S SUPPLEMENT 7 BENDIX/KING KAP 140 SINGLE AXIS AUTOPILOT The following Log of Effective Pages provides the date of issue for original and revised pages, as wel l as a l isting of all pages i n the Supplement. Pages which are affected by the .current revision will carry the date of that revision Revision level 1 o (Original) Date of Issue July 8, 1 998 May 30, 2000 lOG OF EFFECTIVITY PAGES PAGE Title (S7 - 1 ) S7-2 87-3 S7-4 blank 87-5 S7-6 S7-7 87-8 S7-9 87- 1 0 87-2 DATE May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 PAG E 87- 1 1 S7- 1 2 87- 1 3 S7- 1 4 87- 1 5 S7- 1 6 S7- 1 7 S7- 1 8 87- 1 9 87-20 blank DATE May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 May 30/00 CESSNA MODEL 1 72S S ECTION 9 - SUPPLEMENTS SUPPLEME NT 7 - FAA APPROVED SERVICE BULLETIN CONFIGURATION LIST The following is a l ist of Service Bulletins that are applicable to the operation of the airplane, and have been i ncorporated i nto this supplement. This list contains only those Service Bulletins that are currently active. N umber May 30/00 Title Airplane Unit Effectivity Revision I ncorporation Incorporated In Airplane S7-3/(S7-4 blank) I CESSNA MODEL 1 72S SECTION 9 - S UPPLEME NTS SUPPLEMENT 7 - FAA APPROVED SUPPLE ENT BENDIX/KING KAP 140 SINGLE AXIS AUTOPILOT I SECTION 1 GENERAL The Bendix/King KAP 1 40 is an all-electric, single-axis (aileronl control) autopilot system that provides lateral and directional control. Components are a computer, a turn coordinator, an aileron actuator, a course deviation i ndicator, and a directional indicator or H S I (i1l ". i nstalled). Roll and yaw motions of the airplane are sensed by the turn coordinator gyro. The computer computes the necessary correction and signals the actuator to move the ailerons to maintain the airplane in the commanded l ateral attitude. The KAP 1 40 will provide wing leveler, heading hold , NAV track, and approach and backcourse lateral modes. l A lockout device prevents autopilot engagement u ntil the system has been successfully preflight tested. Automatic preflight self-test begins with i nitial power application to the autopilot. The following conditions will cause the autopilot to d isengage: A. B. C. D. Electric power fail ure. Internal autopilot system failure. Turn coordinator fail u re (flagged gyro). Computer autopilot monitor that detects the R (ROLL) axis ann unciator. The AVIONICS MASTER switch supplies power to the avionics bus bar at the radio circuit breakers and the autopilot circuit breaker. The AVIONICS MASTER switch also services as an emergency autopilot (AP) shutoff. May 30/00 S7-5 S ECTION 9 - S U PPLEME NTS SUPPLEMENT 7 FAA APPROVED CESSNA MODEL 1 72S - The following circuit breakers are used to protect the listed lelements of the KAP 1 40 single axis autopilot: LABEL 57-6 FUNCTIONS AUTO P I LOT Supplies power to the KC 1 40 Computer and the autopilot. WARN Supplies power disconnect tone. to the autopilot May 30/00 SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED CESSNA MODEL 172S NAV/COMM 1 CONTROL PANEL ... GPS HORIZONTAL SITUATION INDICATOR NAVIGATION SOURCE SELECTOR SWITCH CONTROL WHEEL TURN COORDINATOR 2 3 4 56 CIRCUIT BREAKER 05851054 Figure 1 . Bendix/King KAP 140 Autopilot, Operating Controls and Indicators (Sheet 1 of 3) May 30/00 S7-7 SECTION 9 SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED CESSNA MODEL 1 72S .. 8SIJ/XIfrJ1S KAP 140 Hf>G R IAPI 2 I I I I I I 3 4 5 6 1 . ROLL (R) AXIS ANNUNCIATOR ..- When illuminated, indicates a failure in the roll axis and prevents engagement or disengages the autopilot. 2. AUTOPILOT ENGAGEIDISENGAGE (AP) BUTTON -- When pushed, engages autopilot if all preflight self test conditions are met. The autopilot will engage in the basic ROL mode which functions as a wings leveler. Autopilot will disengage if pushed a second time. 3. HEADING (HDG) MODE SELECTOR BUTTON -- When pushed, will select the Heading mode, which commands the airplane to turn to and maintain the heading selected by the heading bug on the Directional Gyro or HSI (if installed). A new heading may be selected at any time and will result in the airplane turning to the new heading. The button can also be used to toggle between HDG and ROL modes. This button can also be used to engage the autopilot in HDG mode. 4. NAVIGATION (NAV) MODE SELECTOR BUTTON -- When! pushed, will select the Navigation mode. This mode provides automatic beam capture and tracking of VOR, LOC, or GPS signals as selected for presentation on the NAV# 1 CDI or HSI (if installed). Figure 1 . Bendix/King KAP 1 40 Autopilot, Operating Controls and Indicators (Sheet 2 of 3) May 30/00 CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED 5. APPROACH (APR) MODE SELECTOR BUTTON -- When pushed, will select the Approach mode. This mode provides automatic beam capture and tracking of VOR, LOC, or GPS signals as selected for presentation on the NAV # 1 COl or HSI (if installed). The greater tracking sensitivity of the APR mode is recommended for instrument approaches. 6. BACK COURSE APPROACH (REV) MODE SELECTOR BUTTON -- This button is active only when the COUPled navigation receiver is tuned to a LOCIILS frequency. When pushed, it will select the Back Course (BC) approach mode. This mode functions indentically to the approach mode except that the autopilot response to LOC signals is reversed. I l 7. HEADING SELECT KNOB (HOG) -- Positions the heading bug. on the compass card. Note that the position of the heading bug also provides course datum to the autopilot when tracking in NAV, APR, or REV (BC) modes. This is in addition to its more intuitive use in the HOG mode. 8. OMNI BEARING SELECT KNOB (OBS) -- Selects the desired. course radial to be tracked by the autopilot. (Note that the HOG bug must also be positioned to the proper course to capture and track the selected radial). 9. AUTOPILOT DISCONNECT (AlP DISC) SWITCH -- When depressed will disengage the autopilot. The autoPilot disconnect will be annunciated by a continuous two-second tone accompanied by a flashing "AP" displayed on the autopilot computer. l 1 O. AUTOPILOT CIRCUIT BREAKER -- A 5-amp circuit breaker supplying 28 VDC to the KAP 1 40 system. 1 1 . WARN CIB -- Power to the autopilot disconnect horn. Figure 1 . Bendix/King KAP 1 40 Autopilot, Operating Controls and Indicators (Sheet 3 of 3) May 30/00 S7-9 SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED CESSNA MODEL 1 72S SECTION 2 LIMITATIONS The following autopilot limitations must be adhered to: 1 . The autopilot must be OFF during takeoff and landing. 2. During autopilot operation, the pilot, with seat belt fastened, must be seated in the left front seat. 3. Continued autopilot system use is prohibited following abnormal or malfunctioning operation, and prior to corrective maintenance. 4. The entire PREFLIGHT procedure, outlined under Section 4, including steps 1 through 6, must be successfully completed prior to each flight. Use of the autopilot is prohibited prior to completion of these tests. SECTION 3 EMERGENCY PROCEDURES The two step procedure listed under paragraph 1 should be among the basic airplane emergency procedures that are committed to memory. It is important that the pilot be proficient in accomplishing both steps without reference to this manual. 1 . In case of Autopilot malfunction (accomplish Items a. and b. simultaneously): a. Airplane Control Wheel -- GRASP FIRMLY and regain aircraft control. b. AlP DISC Switch -- PRESS and HOLD throughout recovery. NOTE I I I The AVIONICS MASTER switch may be used as an alternate means of removing power from the autopilot. In addition to the above, power may be removed with the Engage/Disengage button or the airplane MASTER switch. If necessary perform steps a. and b. above, then turn off the AVIONICS MASTER switch. Primary attitude, airspeed, directional and altitude control instruments will remain operational with either master switch OFF. 87-10 Ma 30/00 CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED A WARNING NOT ATTEMPT TO DO FOLLOWING AUTOPILOT MALFUNCTION. THE RE..ENGAGE AUTOPILOT AN A WARNING THE PILOT IN COMMAND MUST CONTINUOUSLY IS IT WHEN AUTOPILOT THE MONITOR TO PREPARED BE AND E NGAGED, DISCONNECT THE AUTOPILOT AND TAKE IMMEDIATE CORRECTIVE ACTION .. INCLUDING MANUAL CONTROL OF THE AIRPLANE ANDIOR PERFORMANCE OF EMERGENCY PROCEDURES .. IF AUTOPILOT OPERATION IS NOT AS EXPECTED OR IF AIRPLANE CONTROL IS NOT MAINTAINED. AMPLIFIED EMERGENCY PROCEDURES The following paragraphs are presented to supply additional information for the purpose of providing the pilot with a more complete understanding of the recommended course of action for an emergency situation. WARNING NOT ATTEMPT TO RE..ENGAGE DO AUTOPILOT AN FOLLOWING AUTOPILOT MALFUNCTION UNTil CORRECTIVE SERVICE ACTION HAS BEE N PERFORMED ON THE SYSTEM. An autopilot malfunction occurs when there is an uncommanded deviation in the airplane flight path or when there is abnormal control wheel movement. The main concern in reacting to an autopilot malfunction, or to an automatic disconnect of the autopilot, is in maintaining control of the airplane. Immediately grasp the control wheel and press and hold down the AlP DISC switch throughout the recovery. Manipulate the controls as required to safely maintain operation of the airplane within all of its operating limitations. The AVIONICS MASTER switch may be used as required to remove all power With the AVIONICS MASTER switch off, all flight from the Autopilot. instruments will remain operational; however, communications, navigation, and identification equipment will be inoperative. May 30100 87-11 1 SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED CESSNA MODEL 1 72S Note that the emergency procedure for any malfunction is essen­ tially the same: immediately grasp the control wheel and regain air­ plane control while pressing and the holding the AlP DISC switch down. It is important that all portions of the autopilot system are preflight tested prior to each flight in accordance with the procedures published herein in order to assure their integrity and continued safe operation during ffight. A flashing mode annunciation on the face of the autopilot is normally an indication of mode loss. NOTE An exception to this is HDG annunciation which will flash for 5 seconds along with steady NAVARM, APRARM, or REVARM annunciation to remind the pilot to set the HDG bug for course datum use. 1 . Flashing HDG -- Indicates a failed heading. PRESS HDG button to terminate flashing. ROL will be displayed. 2. Flashing NAV, APR or REV -- Indicates a flagged navigation source. If no NAV source is flagged, a failed heading mode can be the cause. PRESS NAV, APR or REV button to terminate flashing. ROL will be displayed. NOTE At the onset of mode annunciator flashing, the autopilot has already reverted to a default mode of operation, (Le., ROL mode). An immediate attempt to reengage the lost mode may be made if the offending navigation flag has cleared. I Effects of instrument losses upon autopilot operation: 1 . Loss of the artificial horizon -- no effect on the autopilot. 2. Loss of the turn coordinator -- autopilot inoperative. 87-12 Mav 30/00 CESSNA MODEL 172S SECTION 9 SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED - 3. Loss of the Directional Gyro (DG) -- The directional gyro does not provide any system valid flag. If the DG fails to function properly the autopilot heading and navigation mode will no function correctly. Under these conditions, the only useable lateral mode is ROL. 4. Loss of Horizontal Situation Indicator (HSI) (if installed) -- If the HSI fails to function properly the autopilot heading and navigation mode will not function correctly. Under these conditions, the only usable lateral mode is ROL. SECTION 4 NORMAL PROCEDURES PREFLIGHT (PERFORM PRIOR TO EACH FLIGHT): 1. GYROS -- Allow time for the turn coordinator to come up to speed, as evidenced by the turn coordinator flag being pulledl from view. 2. AVIONICS MASTER -- ON. 3. POWER APPLICATION AND SELF TEST A self test is performed upon power application to the computer. This test is a sequence of internal checks that validate proper system operation prior to allowing normal system operation. The sequence is indicated by "PFT" (pre­ flight test) with an increasing number for the sequence steps. Successful completion of self test is identified by all display segments being illuminated (Display Test) and the disconnect tone sounding. 4. AUTOPILOT -- ENGAGE by pressing AP button. 5. FLIGHT CONTROLS -- MOVE left and right to verify that the autopilot can be overpowered. NOTE Normal use will not require the autopilot to be overpowered. May 30/00 87-13 SECTION 9 SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED CESSNA MODEL 1 72S - 6. AlP DISC Switch -- PRESS. disconnects and tone sounds. Verify that the autopilot BEFORE TAKEOFF: Autopilot -- OFF. AUTOPILOT ENGAGEMENT: 1 . AP Button -- PRESS. Note ROL annunciator on. If no other modes are selected the autopilot will operate in the ROL mode. NOTE Aircraft heading may change in ROL mode due to turbulence. HEADING HOLD 1 . Heading Selector Knob -- SET bug to desired' heading. 2. HOG Mode Selector Button -- PRESS. Note HDG mode annunciator ON. Autopilot will automatically turn the aircraft to the selected heading. COMMAND TURNS (HEADING HOLD MODE ENGAGED) 1 . Heading Selector Knob -- MOVE bug to the desired heading. Autopilot will automatically turn the aircraft to the new selected heading. NAV COUPLING 1 . When equipped with DG: a. NAV#1 OBS Knob -- SELECT desired course. b. NAV Mode Selector Button -- PRESS. annunciated. S7- 1 4 Note NAVARM Mav 30/00 i CESSNA MODEL 172S SECTION 9 SUPPLEMENTS SUPPLEMENT 7 FAA APPROVED - - c. Heading Selector Knob -- ROTATE BUG to agree with OBS course. NOTE When NAV is selected, the autopilot will flash HOG for 5 seconds to remind the pilot to reset the HOG bug to the OBS course. If HOG mode was in use at the time of NAV button selection, a 45° intercept angle will then be automatically established based on the position of the bug. NOTE All angle intercepts compatible with radar vectors may be accomplished by selecting ROL mode PRIOR to pressing the NAV button. The HOG bug must still be positioned to agree with the OBS course to provide course datum to the autopilot when using a DG (Directional Gyro). 1) If the D-Bar is greater than 2 to 3 dots, the autopilot will annunciate NAVARM. When the computed capture point is reached, the ARM annunciator will go out and the selected course will be automatically captured and tracked. 2) If the D-Bar is less than 2 to 3 dots, the HOG mode will disengage upon selecting NAV mode. The NAV annunciator will then illuminate and the captureltrack sequence will automatically begin. 2. When equipped with HSI: a. Course Bearing Pointer SET to desired course. - b. Heading Selector Knob - - SET BUG to provide desired intercept angle and engage HOG mode. c. NAV Mode Selector Button - PRESS. - 1) If the D-Bar is greater than 2 to 3 dots, the autopilot will annunciate NAVARM' When the computed capture point is reached the ARM annunciator will go out and the selected course will be automatically captured and tracked. May 30/00 57-15 SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED CESSNA MODEL 172S 2) If the D -Bar is less than 2 to 3 dots: the HOG mode will disengage upon selecting NAV mode; the NAV annunciator will illuminate and the capture/track sequence will automatically begin. APPROACH (APR) COUPLING: (To enable glideslope coupling on an ILS and more precise tracking on instrument approaches). 1. When equipped with OG: a. NAV #1 OBS Knob -- SELECT desired approach course. ( For a localizer, set it to serve as a memory aid.) b. APR Mode Selector Button annunciated. c. Heading Selector Knob approach. -- PRESS. Note APRARM ROTATE BUG to agree with desired -- NOTE When APR is selected, the autopilot will flash HOG for 5 seconds to remind the pilot to reset the HOG· bug to the approach course. If HOG mode was in use at the time of APR button selection a 450 intercept angle will then be automatically established based on the positon of the bug. NOTE All angle intercepts compatible with radar vectors may be accomplished by selecting ROL mode PRIOR to pressing the APR button. The HOG bug must still be positioned to agree with the desired approach course to provide course datum to the autopilot when using a DG. 1) If the O-Bar is greater than 2 to 3 dots: the autopilot will an­ nunciate APRARM; when the computed capture point is reached the ARM annunciator will go out and the selected course will be automatically captured and tracked. 57-16 3 / CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED 2) If the D-Bar is less than 2 to 3 dots: the HDG mode will dis­ engage upon selecting APR mode; the APR annunciator will illuminate and the capture/track sequence will automati­ cally begin. 2. When equipped with HSI: a. Course Bearing Pointer b. Heading Selector Knob cept angle. -- SET to -- desired course. SET BUG to provide desired inter­ c. APR Mode Selector Button - PRESS. - 1) If the D-Bar is greater than 2 to 3 dots: the autopilot will an­ nunciate APRARM; when the computed capture point is reached the ARM annunciator will go out and the selected course will be automatically captured and tracked. 2) If the D-Bar is less than 2 to 3 dots: the HDG mode will dis­ engage upon selecting APR mode; the APR annunciator will illuminate and the capture/track sequence will automati­ cally begin. d. Airspeed MAINTAIN 90 KIAS during autopilot approaches (recommended). -- BACK COURSE localizer): (REV) APPROACH COUPLING (Le., reverse 1. When equipped with DG: a. NAV #1 OBS Knob - SELECT the localizer course to the front course inbound (as a memory aid). - -- b. REV Mode Selector Button -- PRESS. c. Heading Selector Knob ROTATE BUG to the heading cor­ responding to the localizer front course bound. -- May 30/00 87-17 SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED CESSNA MODEL 172S NOTE When REV is selected, the autopilot will flash HDG for 5 seconds to remind the pilot to reset the HDG bug to the localizer FRONT COURSE INBOUND heading. If heading mode was in use at the time of REV button selection, a 4 5° intercept angle will then be automatically established based on the position of the bug. NOTE All angle intercepts compatible with radar vectors may be accomplished by selecting ROL mode PRIOR to pressing the REV button. The HDG bug must still be positioned to the localizer FRONT COURSE INBOUND heading to provide course datum to the autopilot when using a DG. 1) If the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate REVARM; when the computed capture point is reached the ARM annunciator will go out and the selected back course will be automatically captured and tracked. 2) If the D-Bar is less than 2 to 3 dots: the HOG mode will disengage upon selecting REV mode; the REV annunciator will iIIuminiate and the capture/track sequence will automatically begin . . When equipped with HSI: a. Course Bearing Pointer -- SET to the ILS front course inbound heading. b. Heading Selector Knob - SET BUG to provide desired intercept angle and engage HDG mode. - c. REV Mode Selector Button -- PRESS. 1) If the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate REVARM; when the computed capture point is reached the ARM annunciator will go out and the selected back course will be automatically captured and tracked. CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 7 - FAA APPROVED 2) If the D-Bar is less than 2 to 3 dots: the HDG mode will dis­ engage upon selecting REV mode; the REV annunciator will illuminate and the capture/track sequence will automati­ cally begin. d. Airspeed -- MAINTAIN 90 KIAS during autopilot approaches (recommended). MISSED APPROACH I I 1. AlP DISC -- PRESS to disengage AP. 2. MISSED APPROACH -- EXECUTE. 3. AP Button -- PRESS (if AP operation is desired). Note ROL annunciator ON. Select optional lateral modes as desired. BE FORE LANDING 1. AlP DISC Switch -- PRESS to disengage AP. SECTION 5 PERFORMANCE There is no change to the airplane performance when the KAP1 40 Autopilot is installed. May 30/00 S7-1 9/(S7-20 blank) A Textron Company Pilot's Operatin g Hand book and FAA Approved Airplane Fli g ht Manual 172S CESS N A M O D E AIR PLAN E S 1 72S8001 A N D ON S U P P L E M E NT 8 WINTE RIZATION KIT SERIAL NO. _________ REGISTRATION NO.,________ This supplement must De insertea into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Winterization Kit is installed. FAA APPROVAL PAA APPROVeO UNDER FAR 21 SUBPART J The Cessna Aircraft Co at Option Manufacturer CEo 1 � � 7'�.t� ExtC#lJtivo Engineer .... � - D�t: � 70 J I COPYRIGHT © 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS·S8·QQ , 1998 i) Member of GAMA 8 July 1998 88-1 C ESSNA MODEL 1 72S S ECTION 9 - SU PPL EM E NTS SUPPLEMENT 8 - FAA APPROVED SU P P LE M E NT 8 W I NT E R IZATION KIT The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the S upplement. Pages which are affected by the current revision will carry the date of that revision Revision Level Date of Issue o (Original) J u ly 8, 1 998 LOG OF E FFECTIVITY PAG ES PAG E DAT E T itle (S8- 1 ) S8-2 S8-3 S8-4 PAG E DATE J u ly 8/98 J u ly 8/98 J u ly 8/98 J u ly 8/98 S E RVICE B U L L ETIN CON FIG U RATION LIST The following is a l ist of Service B ulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This l ist contains only those Service Bulletins that are cu rrently active. Number S8-2 Title Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane J u l 8/98 CESSNA MODEL 1 72S S ECTION 9 S UPPLEM ENTS S U PPLEM ENT 8 FAA APPROVED - - S U P P LE M E NT WINTE RIZATION KIT S E CTION 1 G E N E RAL The winterization kit consists o f two cover plates (with placards) which attach to the air intakes in the cowling nose cap, a placard silk screened on the instrument panel, and insulation for the crankcase breather line. This equ ipment should be installed for operations in temperatu res consistently below 20° F (-7°C) . Once installed, the crankcase breather insulation is approved for permanent use, regardless of temperatu re. SECTION 2 LIMITATIONS The following information m ust be presented in the form of placards when the airplane is equipped with a winterization kit. 1. O n each nose cap cover plate: R EMOVE WHEN O.A.T. EXC E E DS +20°F. 2. On the instrument panel near the EGT gauge: WI NTERIZATION KIT M UST BE REMOVE D WHEN OUTS I D E AIR TEMPERATU R E I S ABOVE 20° F . Jul 8/98 S8-3 SECTION 9 SUPPL EM E NTS SUP PL E M ENT 8 FAA A PP ROVED - - C ESSNA MODEL 1 72S S E CTION 3 E M E R G E N CY P R OC E D U R ES There is no change to the airp lane emergency procedures when the winterization kit is installed. S ECTI ON 4 N O R M A L P R OC E D U R ES There is no change to the airplane normal procedure's winterization kit is installed. S E CTION 5 P E R FORMA N C E There i s no change t o the airplane performance when the winterization kit is installed . 88-4 .JIJlv R/9R A Textron Company Pilot's Operatin g Hand book a n d FAA Approved Airplane Flig ht Manual CES S N A M O D E L 172S AIR P LA N ES 1 7258001 A N D O N S U P P L E M E NT 9 DAVTRON MODE L 803 C L OCK/O.A.T. SERIAL NO. _________ REGISTRATION NO. _______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Davtron Clock/O.A.T. is installed. FAA APPROVAL PAA APPROVeO UNDER FAR 21 SUBPART J The Cessna Aircraft Co Option Manufacturer Ce·1 at � � 7�.I� exteutivo Engineer .... COPYRIGHT © 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHU8-S9-00 D�t�:�;u;lo, 1998 f} Member of GAMA 8 July 1 998 89-1 CESSNA MODEL 1 72S SECTION 9 - S U P PL EM E NTS SUPPLEM ENT 9 - FAA APPROVE D S U P P L E M E NT 9 DAVT R ON M OD E L 803 C LOCK/O.A.T. The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a l isting of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Revision Level Date of Issue o (Original) J u ly 8, 1 998 LOG O F EFFECTIVITY PAGES PAG E Title (S9- 1 ) S9-2 S9-3 S9-4 DATE PAG E J u ly 8/98 July 8/98 J u ly 8/98 July 8/98 S9-5 S9-6 DATE J u ly 8/98 J uly 8/98 S E RVIC E B U L L ETIN CON FIG U RATION LIST The following is a l ist of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated i nto t h is supplement . This list contains only those Service Bulletins that are c urrently active. Number 89-2 Title Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane CESSNA MODEL 1 72S S ECTION 9 S U PPL EM ENTS SU PPL E M ENT 9 FAA APPROVED - - s u pp M NT DIGITAL C LOCK/O.A.T. S E CTION 1 G E N E RA L The Davtron Model 803 digital clock combines the features of a clock, outside air temperature gauge (O.A.T.) and voltmeter in a single u n it. The unit is designed for ease of operation with the use of three buttons. The upper button is used to control sequencing between temperature and voltage. The lower two buttons control reading and tim ing functions related to the digital clock. Temperature and voltage functions are d isplayed in the upper portion of the unit's LCD window, and clock/timing functions are d isplayed in the lower portion of the unit's LCD window. The digital display features an internal l ight (back l ight) to ensure good visibility u nder low cabin lighting conditions and at n ight. The i ntensity of the back light is controlled by the PAN EL L T rheostat. I n addition, the display incorporates a test function which allows checking that all elements of the display are operating. S ECTION 2 LIMITATIONS There is no change to the airplane l im itations when the digital clock/O .A.T. is installed. S ECTION 3 E M E R G E N C Y P R OC E D U R ES There is no change to the airplane emergency procedures when the digital clock/O.A.T. is i nstalled. July 8/98 89-3 CESSNA MODEL 1 72S SECTION 9 S U PPL EMENTS SU PPLEM ENT 9 FAA APPROVED - - UPPER BUTTON UPPER LCD WINDOW LOWER L C WINDOW 078SC100S SELEC CONTROL BUTTON BUTTON Figure 1 . Clock/OAT Gauge S E CTION 4 N OR M A L P R OC E D U R ES TEST M ODE The unit may be tested by holding the S EL ECT button down for three seconds. Proper operation is indicated by the display 88:88 and activation of all fou r ann unciators. O.A.T.! VOLT M ETER OPERATION The upper portion of the LCD window is dedicated to O.A.T. and voltmeter operations. The voltmeter reading is preselected upon startup and is indicated by an u E" following the display reading. Pushing the upper control button wil l sequence the window from voltage to fahrenheit (UF") to centigrade (UC") , and back again to voltage. S9-4 J u ly 8/98 C ESSNA MODEL 1 72S S ECTION 9 SU PPL EM ENTS S UP PL E M ENT 9 FAA APPROVED - - C L O C K O P ERATIONS The lower portion of the LCD window is dedicated to clock and timing operations. Pushing the SEL ECT b utton will sequence the window from u n iversal time (UT) to local time (LT) to flight time (FT) to elapsed time ( ET) , and back again to u n iversal time. Pushing the CONTROL button allows for timing functions within the fou r S EL ECT men us. Setting procedures are a s follows: S ETTING U N IVERSAL TI M E Use the S EL ECT button to select universal time (UT) . Simultaneously press both the S EL ECT and the CONTROL buttons to enter the set mode. The tens of hours d igit will start flashing. The CONTROL button has full control of the flashing digit, and each button push increments the digit. Once the tens of hours is set the SEL ECT b utton selects the next digit to be set. After the last d igit has been selected and set with the CONTROL b utton, a final push of the S EL ECT button exits the set mode. The l ighted annunciator wi" resume its normal flashing, indicating the clock is running in universal time mode. SETTING LOCAL TI M E Use the S EL ECT button to select local time (L T) . Simultaneously press both the S EL ECT and the CONTROL buttons to enter the set mode. The tens of hours digit will start flashing. The set op�ration is the same as for UT, except that minutes are already synchronized with the UT clock and cannot be set in local time. FL I GHT TI M E RESET Use the S EL ECT button to select flight time ( FT). Hold the CONTROL button down for 3 seconds , or until 99:59 appears on the display. Flight tim e will be zeroed upon release of the CONTROL b utton. July 8/98 S9-5 SECTION 9 SU PPL EM E NTS SUPPL E M E NT 9 FAA A PP ROVED - - C ESSNA M O D EL 1 72S SETTIN G FLI G HT TI M E FLASH I N G ALARM Use the S EL ECT button to select flight time (FT). Sim u ltaneously press both the SELECT and the CONTROL b uttons to enter the set mode. The tens of hours digit will start flashing. The set operation is the same as for UT. When actual flight time equals the alarm time, the display will flash. Pressing e ither the SEL ECT or CONTROL b utton will turn the flashing off and zero the alarm time. Flight time is unchanged and continues counting. SETTING ELAPSE D TI M E COUNT U P Use the SEL ECT button to select elapsed time ( ET). Press the CONTROL button and elapsed time will start cou nting. E lapsed time counts up to 59 m i nutes, 59 seconds, and then switches to hours and minutes. It continues counting up to 99 hours and 59 minutes. Pressing the CONTROL button again resets elapsed time to zero. SETTI N G ELAPSED TI M E COUNT DOWN Use the S EL ECT button to select E lapsed Time ( ET). Sim ultaneously press both the SEL ECT and the CONTROL b uttons to enter the set mode. The tens of hours digit will start flashing. The set operation is the same as for UT, and a count down time can be set from a maxim u m of 59 minutes and 59 seconds. Once the last dig it is set, pressing the SELECT button exits the set mode and the clock is ready to start the countdown. Pressing the CONTROL button now will start the countdown. When countdown reaches zero, the display will flash. Pressing either the S EL ECT or CONTROL button will reset the alarm . After reaching zero, the elapsed time counter will count up. Button Select Disable When there is no airplane power appl ied to the u n it, the CONTROL and S ELECT buttons are disabled. SECTION 5 P E R FOR MAN C E There is n o change t o the airplane performance when this equipment is installed . However, i nstallation of this O.A.T. probe may resu lt in a m inor red uction in cru ise performance. 89-6 Jul 8/98 ! i A Textron Company Pilot's Operating Handbook and FAA Approved Airplane Flight Manual CESSNA ODEL 1725 AIRPLANES 172S8001 AND ON SUPPLEMENT 10 BENDIX/KING KLN 89 VFR GLOBAL POSITIONING SYSTEM (GPS) SERIAL NO.,________ REGISTRATION NO., ______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Global POSitioning System is installed. FAA APPROVAL 'AAAPPROveOUNDERFAR21SUBPARTJ The AirCfaft Co CE·' Cessna Option Manufacturer ....�a� . 7�� EncIllivoE/lilllll' Date: 27 June 2000 COPYRIGHT 11:>1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S10-01 f) Member of GAMA 8 July 1998 Revision 1 - 30 May 2000 810-1 CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 10 FAA APPROVED - SUPPLEMENT 10 BENDIX/KING KlN 89 IVFR GLOBAL POSITIONING SYSTEM (GPS) The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Revision Level Date of Issue o (Original) July 8, 1 9 98 May 30/00 1 LOG Of EffECTIVITY PAGES PAGE DATE Title (S10-1) S10-2 S10- 3 S10-4 May 30/00 May 30/00 May 30/00 July 81 98 PAGE DATE SERVICE BULLETIN CONFIGURATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. Number S10-2 Title Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane I CESSNA MODEL 172S SECTION 9 SUPPLEMENTS SUPPLEMENT 10 - FAA APPROVED - SUPPLEMENT I BENDIX/KING KLN 89 VFR GLOBAL POSITIONING SYSTEM (GPS) SECTION 1 GENERAL The Bendix/King KLN 8 9 is a navigation system based on the Global Positioning Satellite network. It contains a database cartridge which may be updated by subscription. Complete descriptive material on the KLN 8 9 may be found in the Bendix/King KLN 8 9 Pilot's Guide supplied with the unit. This pilot guide must be available during operation of the KLN 8 9 unit. SECTION 2 LIMITATIONS Use of the KLN 8 9 is limited to V FR operations only. The following information must be presented in the form of placards when the airplane is equipped with a KLN 8 9 unit: 1. On the instrument panel near the KLN 8 9 unit: GPS NOT APPROVED FOR I FR NAVIGATION SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when the KLN 8 9 GPS is installed. May 30/00 �1n-� SECTION 9 - SUPPLEMENTS SUPPLEMENT 10 FAA APPROVED - CESSNA MODEL 172S SECTION 4 NORMAL PROCEDURES There is no change to basic airplane normal operating procedures with the KLN 8 9 GPS installed. SECTION 5 PERFORMANCE There is no change to the airplane performance when the KLN 8 9 GPS is installed. However, installation of an externally-mounted antenna or related external antennas may result in a minor reduction in cruise performance. S10- 4 A Textron Company Pilot's Operatin g Handbook and FAA Approved Airplane Fligh t Manual CESS N A M O D E L 1 72S AI R PLAN E S 1 72S8001 A N D ON SU P P L E M E NT 1 2 CANADIAN S U PPLEMENT SERIAL NO.________ REGISTRATION NO.,_______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when used for Canadian Operation. FAA APPROVAL J!AA APPROveo UNDER FAR 21 SUBPART J The Cessna Aircraft Co '?J�a� Option Manufacturer CE·1 .... 7�t7� Executivo Ens,""r � �: ; l D t : COPYRIGHT © 1998 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S 12-00 Ul o, 1998 i} Member of GAMA 8 July 1 998 S12-1 SECTIO N 9 - SUPPLEM E NTS SUPPLEM ENT 1 2 - FAA APPROVED C ESSNA MODEL 1 728 S U P P LE M E N T 1 2 CANADIAN S U PP L E M E NT The fol lowin g Log of Effective Pages provides the date of issue for original and revised pages, as well as a l isting of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Revision Level Date of Issue o ( Original ) J uly 8, 1 998 LOG OF EFFECTIVITY PAG ES PAG E Title ( S 1 2- 1 ) 8 1 2-2 DATE PAGE DATE July 8/98 July 8/98 S 1 2-3 S1 2-4 J u ly 8/98 J uly 8/98 S E RV IC E B U L LETI N C O N FI G U RAT I ON L I ST The following is a l ist of Service Bul letins that are applicable to the operation of the airplane, and have been incorporated into this s upplement. This l ist contains only those Service Bulletins that are c u rrently active. N u m ber 8 1 2-2 Title Airplane U n it Effectivity Revision Incorporation Incorporated In Airplane I C ESSNA MODEL 1 72S S ECTION 9 - SUPPLEM ENTS SUPPLE M E NT 1 2 - FAA APPROVED S U P PL E M E NT CANADIAN S U P P L E M E NT S E CTION 1 G E N E RA L This supplement i s required for Canadian operation of Cessna Model 1 72S. S ECTION 2 LIM ITATIONS The following placard m ust be installed . 1 . Near the fuel tank filler cap: FUEL 1 00LU 1 00 M I N . GRADE AVIATION GASOLI N E CAP. 26.5 U .S. GAL. ( 1 00 LlTRES) USABLE CAP 1 7.5 U.S. GAL. (66 LlTRES) USABLE TO BOnOM OF FI LLER I N DI CATOR TAB July 8/98 SECTION 9 - SU PPLEM E NTS SUPPLEME NT 1 2 - FAA APPROVED C ESSNA M OD EL 172S S E CTION 3 E M E R G ENCY P R O C E D U R ES There is no change to the airplane emergency procedu res when used for Canadian operation. S ECTION 4 NO R M AL P R O C E D U R ES There is no change to basic airplane normal operating procedures when used for Canadian operation . S ECTION 5 P E R FO RM AN C E There is no change t o the airplane performance when used for Canadian operation. 812-4 Julv 8/98 ! A Textron Pilot's Operating Handbook and FAA Approved Airplane Flight Manual SSNA MODEL 172S AIRPLANES 17208113 AND ON SUPPLEMENT 13 BENDIX/KING KCS-55A SLAVED COMPASS SYSTEM WITH KI-525A HORIZONTAL SITUATION INDICATOR (HSI) SERIAL NO,________ REGISTRATION NO,_______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when Horizontal Situation Indicator is installed, FAA APPROVAL 'AA APPROveO UNDERFAR 21 SUBPARTJ The Aircraft Co ce-1 Cessna �a� Option Manufacturer .... ?,�,f� ex.cutMtEn8InHf Da:e:v:;Ze 2000 COPYRIGHT (l 1999 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S13-01 15 f) Member of GAMA January 1999 Revision 1 - 30 May 2000 813-1 SECTION 9 - SUPPLEMENTS SUPPLEMENT 13 FAA APPROVED CESSNA MODEL 172S - SUPPLEMENT 13 BENDIX/KING KCS..55A SLAVED COMPASS SYSTEM WITH KI-525A HORIZONTAL SITUATION I NDICATOR (HSI) The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Revision Level Date of Issue o (Original) Jan. 15, 1 9 9 9 May 30, 2000 1 LOG OF E FFECTIVITY PAGES PAGE Title (S13-1) S13-2 S13-3 813-4 DATE PAGE May 30/00 May 30/00 May 30/00 Jan. 1 5/ 9 9 S13 -5 S1 3-6 S13 -7 S1 3-8 DATE Jan. 1 5/ 9 9 Jan. 1 5/ 9 9 Jan. 1 5/ 9 9 Jan. 1 5/ 9 9 SERVICE BULLETIN CONFIGURATiON LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. Number S13-2 Title Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane Mav 30/00 CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 13 - FAA APPROVED SUPPLEMENT 13 B ENDIX/KING KCS ..55A SLAVED COMPASS SYSTEM WITH KI-525A HORIZONTAL SITUATION INDICATOR (HSI) SECTION 1 GENERAL The Bendix/King KCS-55A Slaved Compass System with KI525A HSI Indicator is an additional navigation indicator option. The KCS-55A compass system includes a slaving control and compensator unit, magnetic slaving transmitter and a remote directional gyro. The information obtained from the KCS-55A compass system is displayed on the KI-525A Indicator. The panel-mounted KJ-525A indicator combines the display functions of both the standard Directional Gyro ( Heading Indicator) and the Course Deviation Indicator's VOR/LOC/Glideslope information to provide the pilot with a single visual presentation of the complete horizontal navigation situation. l This system also incorporates a slaving accessory and compensator unit. This unit indicates any difference between the Up deflection displayed heading and the magnetic heading. indicates a clockwise error of the compass card. Down deflection indicates a counterclockwise error of the compass card. Whenever the aircraft is in a turn and the compass card rotates, it is normal for this meter to show a full deflection to one side or the other. May 30100 SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 3 - FAA APPROVED 1 2 CESSNA MODEL 172S 4 3 5 14 6 7 7 --H--IIIIIR'" 8 8 12 ... -" ..,.....,- 9 11 15 13 10 Figure 1. Horizontal Situation Indicator System (Sheet 1 of 2) 1. HORIZONTAL SITUATION INDICATOR ( HSI) -- Provides a pictorial presentation of aircraft deviation relative to VOR/GPS radials and localizer beams. It also displays glide slope deviations and gives heading reference with respect to magnetic north. The gyro is remote-mounted and electric­ driven I 2. NAV FLAG -- Flag is in view when the NAV receiver signal is inadequate. 3. HEADING RE FERENCE (LU B BER LINE) -- Magnetic heading appears under this line when the compass card is slaved or slewed to the aircraft's magnetic heading. 4. HEADING WARNING FLAG ( HOG) - - When flag is in view, the heading display is invalid. 5. COURSE SELECT POINTER -- Indicates VOR/Localizer or GPS course on the compass card. The selected VOR radial or localizer heading remains set on the compass card when the compass card rotates. Jan 1 5/ 9 9 I CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 13 - FAA APPROVED 6. TO/FROM INDICATOR -- Indicates direction of VOR station relative to the selected course. Displays TO when a LOC frequency is selected. 7. DUAL GLIDE SLOPE POINTERS -- Displays deviation of airplane from an ILS glideslope. Full scale deflection of the glideslope pointers represents ± 0.7 degrees. Pointers will be out of view if an invalid glideslope signal is received. 8. GLIDE SLOPE SCALES -- Indicates displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots represents full-scale (0.7°) deviation above or below glide slope beam centerline. 9. HEADING SELECTOR KNOB (� )-- Positions the heading bug on compass card by rotating the heading selector knob. The bug rotates with the compass card. 10. COMPASS CARD -- Rotates to display heading of airplane with reference to lubber line on HSI. (t 11. COURSE SELECTOR KNOB ) Positions the course bearing pointer on the compass card by rotating the course selector knob. -- 12. COURSE DEVIATION BAR (D-BAR) - The center portion of the omni bearing pointer moves laterally to pictorially indicate the relationship of airplane to the selected course. It indicates degrees of angular displacement from VOR radials and localizer beams, or displacement in nautical miles from GPS desired course. 13. COURSE DEVIATION SCALE -- A course deviation bar displacement of 5 dots represents full scale (VOR = ± 10°, LOC = ± 2- 1/2°, GPS = 5nm enroute, GPS APR = .3nm) deviation from beam centerline. 14. HEADING BUG -- Moved by heading. (1;7) knob to select desired 15. SYMBOLIC AIRCRAFT -- Provides pictorial presentation of the airplane position and intercept angle relative to selected VOR Radial or localizer course. Figure 1. Horizontal Situation Indicator System (Sheet 2 of 2) Jan 15/99 SECTION 9 - SUPPLEMENTS SUPPLEMENT 13 - FAA APPROVED CESSNA MODEL 172S 2 3 4 1 Figure 2. KA-51B Slaving Accessory and Compensator Unit 1. KA-51B SLAVING ACCESSORY AND COMPENSATOR UNIT -- Controls the KCS-55A Compass System. I 2. MANUAUAUTOMATIC (FREE/SLAVE) COMPASS SLAVE SWITCH -- Selects either the manual or automatic slaving mode for the Compass System. 3. CW/CCW COMPASS MANUAL SLAVE SWITCH -- With the manual/automatic compass slave switch in the FREE position, allows manual compass card slaving in either the clockwise or counterclockwise di center position. 4. SLAVING METER -- Indicates the difference between the displayed heading and the magnetic heading. Up deflection indicates a clockwise error of the compass card. Down deflection indicates a counterclockwise error of the compass card. I CESSNA MODEL 172S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 3 FAA APPROVED - SECTION 2 LIMITATIONS There is no change to the airplane limitations when this instrument is installed. SECTION 3 E MERGENCY PROCEDURES There is no change to the airplane emergency procedures when this instrument is installed. SECTION 4 NORM AL PROCEDURES CAUTION ELECTRICAL POWER MUST BE SUPPLIED TO THIS INSTRUMENT FOR PROPER FUNCTIONING. ABSENCE OF WHICH WILL RESULT IN UNRELiABLE HEADING INFORMATION. Normal procedures for operation of this system differ little from those required for the more conventional Course Deviation Indicators. However, several small differences are worth noting. The rectilinear movement of the course deviation bar in combination with the rotation of the compass card in response to heading changes, provides an intuitive picture of the navigation situation at a glance when tuned to an omni station. When tuned to a localizer frequency, the course select pointer must be set to the inbound front course for both front and back-course approaches to retain this pictorial presentation. Jan 15/99 SECTION 9 - SUPPLEMENTS SUPPLEMENT 13 FAA APPROVED - CESSNA MODEL 172S For normal procedures with autopilots, refer to the Autopilot Supplements in the Supplement section of this handbook. A description of course datum and autopilot procedures for course datum are incorporated in the appropriate autopilot supplements. SECTION 5 PERFORMANCE There is no change to the airplane performance when this instrument is installed. S13-8 Jan 15/99 � Cessna A Textron Company Pilot's Operating Handbook and FAA Approved Ai rplane Flight Man ual CESSNA MODEL 1725 A I R P LA N ES 1 72S8001 A N D O N S U P PL EMENT 1 5 B E N DIX/KI N G KAP 1 40 2 AXIS A UTOP I LOT SERIAL NO.,________ REGISTRATION NO. _______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the KAP 140 2 Axis Autopilot System is installed. FAA APPROVAL I'AA Af'PROVEO UNDER FAR 21 SUBPARTJ The Cessna Aircraft Co __ Option Manufacturer CE·1 at � � ?'�.#�_En8InH' Date: 28 December 1999 COPYRIGHT © 1999 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S15-03 f) Member of GAMA 28 December 1999 Revision 3 - 28 June 2002 815-1 S ECTION 9 - SU PPLEM ENTS SU PPLE M E NT 1 5 - FAA A P P ROVED C ESSNA MOD EL 1 72S SUPPLEMENT 15 B E N DIX/KI N G KAP 1 40 2 AXIS AUTO P I LOT I U se the Log of Effective Pages to determine the current status of this supplement. Pages affected by the current revision are indicated by an asterisk (*) preceedi ng the page nu mber. Supplement Status Date Original Issue Revision 1 Revision 2 Revision 3 28 December 1 999 30 May 2000 30 December 2000 28 June 2002 lOG OF EFFECTIVE PAG ES * * * * * * * * Revision Number Page Status Page Title (S1 5-1 ) S 1 5-2 thru S 1 5-3/S 1 5-4 S 1 5-5 thru S 1 5- 1 3 S 1 5-1 4 S 1 5-1 5 thru S 1 5- 1 9 S 1 5-20 S 1 5-20A thru S 1 5-208 S 1 5-2 1 S 1 5-22 S 1 5-23 S 1 5-24 thru 81 5-26 S 1 5-27 thru S 1 5-32 Revision Revision Revision Revision Orig inal Issue Revision Added Revision Orig inal Issue Revision Orig inal Issue Revision APPROVED BY DATE OF APPROVAL 16 .;TjuJE 2002.- 3 3 3 2 o 3 3 3 o 3 o 3 S ECTION 9 - SU PPLEM ENTS S U P P L E M E NT 1 5 - FAA APPROVED C ESSNA MODEL 1 72S SUPPLEMENT 15 B E N D IX/KI N G KAP 1 40 2 AXIS A U TO P I LOT S E RVIC E B U L LETI N C O N FI G U RATIO N LIST The fol lowing is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. Airplane Serial Eftecffiti1 y Number KC-140-M1 (Honeywell Service Bulletin) Revision 3 KAP 140 AP Revision Incorporation Revision 3 Incorporated In Airplane I S 1 5-3/S 1 5-4 C ESSNA MODEL 1 72S S ECTION 9 S U PPLEME NTS S U P P L E M E NT 1 5 - FAA APP ROVED - SUPPLEMENT BE N DIX/K I N G KAP 1 40 2 AXIS AUTO P I LOT I S ECTI O N 1 G EN E RA L The KAP 1 40, 2 Axis Autopilot provides the pilot with the fol lowing features: Vertical Speed mode (VS) ; Altitude hold (ALT) ; Wing Level ( ROL) ; Heading select (H OG) ; Approach (AP R) ; I LS coupling to Localizer (LOC) and Glideslope (GS) ; and backcourse ( REV) modes of operation. The optional KAP 1 40, 2 Axis Autopilot with Altitude Preselect (if installed) adds Altitude Alerter and Altitude Preselect capabilities. The KAP 1 40 , 2 Axis Autopilot has an electric trim system which provides autotrim during autopilot operation and manual electric trim (M ET) for the pilot when the autopilot is not engaged. The electric trim system is designed to be fail safe for any single inflig ht trim malfunction. Trim faults are visually and aurally annunciated. A lockout device prevents autopilot or M ET engagement until the system has successful ly passed preflight self test. Automatic preflight self-test begins with initial power application to the autopilot. The following conditions wil l cause the Autopilot to disengage: A. Electric Power failure. B. I nternal Autopilot System failure. Revision 3 S 1 5-5 S ECTION 9 - SU P P LE M E NTS SU P P L E M E NT 1 5 - FAA APPROVE D C ESSNA MOD E L 1 72S C. Pitch accelerations i n excess of + 1 . 4g or less than +0.6g only when produced by a failure causing servo runaway. The pilot cannot maneuver the aircraft and trip the monitor. I D. Turn coordinator failure (small square red flag visible on i nstrument) . E . Computer autopilot monitor that detects either the R ( ROLL) or P (P ITCH) axis annunciator. Activation of AlP DISC/TRIM I NT control wheel switch will also disconnect the autopilot. The AVION I CS MAST E R switch supplies power to the avionics bus bar of the radio circuit breakers and the autopilot circuit breaker. The AVION I CS MAST E R switch also serves as an emergency AP/M ET shutoff. The following circu it breakers are used to protect the KAP 1 40 2-Axis Autopilot: LABEL FUNCTIONS AUTO P I LOT Pull-off circuit breaker supplies power to the KC 1 40 Computer and the autopilot pitch , roll and pitch trim servos. WARN Supplies separate power for autopilot alerting (P ITCH TRIM) on the airplane's annu nciator panel. Revision 3 I C ESSNA MODEL 1 72S S ECTION 9 S U PPLEM ENTS S U PPLEMENT 1 5 - FAA APPROVED - NAV/COMM 1 / 123.0D 1 nbD .. a() .. E3 0_ 0 .:1!t5g 0 l1li' ;Ji - � 1I!!,o 0_ r---- I I I NAVIGATION r----....., SOU RCE S ELECTOR SWITCH 12 I I I I I I r - - - - ..J I I I E LEVATOR AND E LEVATOR TRIM LEVATOR ACTUATOR ELEVATOR TRIM ACTUATOR � I TU RN COOR D INATOR 0785 1 026 Figure 1 . Bendix/King 2-Axis KAP 1 40 Autopilot Schematic Revision 3 S 1 5-7 I S ECTION 9 - SU P PLEM ENTS S U PPLEM ENT 1 5 - FAA APPROVE D I 1 8** C ESSNA MODEL 1 72S 2 16 9 BENDIX KING KAP 1 40 4 I I 6 7 8 KAP 1 40 WITHOUT ALTITU DE PRES ELECT 1 . P ITCH AXI S ( P) AN N U NC IATOR -- When illuminated , indicates failure of pitch axis and will either disengage the autopilot or not allow engagement of the pitch axis. In tu rbu lent air, will illuminate during abnormal vertical/accelerations. 2 . AUTO P I LOT ENGAG E/D ISENGAG E (AP) B UTTON -- When pushed*, or pressed and held (approx. 0 .25 seconds)**, engages autopilot if all preflight self-test conditions are met. The autopilot will engage in the basic roll (ROL) mode which fu nctions as a wing leveler and the pitch axis vertical speed (VS) mode. The com manded vertical speed wil l be displayed in the upper right corner of autopilot display area. The captured VS will be the vertical speed present at the moment the AP button is pressed . The button m ay also be used to disengage the autopilot. 3 . ROLL AXIS ( R) ANN UNCIATOR -- When illuminated , indicates failure of the roll axis and disengages the autopilot. * Airplane serials 1 72S800 1 thru 1 72S9 1 29 not incorporating Honeywell Service Bulletin KC1 40-M 1 . ** Airplane serials 1 72S8001 thru 1 72S9 1 29 incorporating Honeywell Service Bulletin KC 1 40-M 1 , and airplane serials 1 72S91 30 and on. I Figu re 2. Bendix/King 2-Axis KAP 1 40 Autopi lot, Operating Controls and I ndicators (Sheet 1 of 4) I C ESSNA MOD E L 1 72S S ECTION 9 - S U P PLEM ENTS S U PPLEM E NT 1 5 - FAA APPROVED 4. H EAD ING ( H OG) MODE SELECTOR B UTTON -- When pushed, wil l select the Heading mode, which commands the airplane to turn to and maintain the heading selected by the heading bug on the Directional Gyro or H S I (if i nstalled). A I new heading may be selected at any time and wil l result i n t h e airplane turning to the new heading. T h e button can also be used to toggle between H OG and ROL modes. For airplane serials 1 72S800 1 thru 1 72S9 1 29 not incorporating Honeywell Service Bulletin KC1 40-M 1 , this button can also be used to engage the autopilot in H OG mode. i 5 . NAVIGATION ( NAV) MOD E SELECTOR BUTTON -- When pushed, wil l select the Navigation mode. This mode provides automatic beam capture and tracking of VOR, LOC, or GPS signals as selected for presentation on the #1 C O L NAV mode is recommended for enroute navigation tracking. 6. APP ROACH (APR) MOD E SELECTOR B UTTON -- When p ushed, wil l select the Approach mode. This mode provides automatic beam capture and tracking of VOR, G PS, LOC and Glideslope (GS) on an I LS, as selected for presentation on #1 COL APR mode tracking sensitivity is recommended for instrument approaches. 7. BACK COURSE APPROACH (R EV) MOD E BUTTON -- This button is active only when the coupled navigation receiver is tu ned to a LOC/ILS frequency. When pushed wil l select the Back Course approach mode. This mode functions identically to the approach mode except that the autopi lot response to LOC signals is reversed . Glideslope is locked out with R EV mode. 8. ALTITU D E HOLD (ALT) MODE S ELECT BUTTON -- When pushed, will select the altitude hold mode. This mode provides capture and tracking of the selected altitude. The selected altitude is the airplane altitude at the moment the ALT button is pressed . If the AL T button is pressed with an established VS rate present, there wil l be about a 1 00/0 (of VS rate) overshoot. The airplane will retu rn positively to the selected altitude. For airplane serials 1 72S8001 thrU 1 72S9 1 29 not i ncorporating Honeywel l Service Bulletin KC1 40-M 1 , this button can also be used to engage the autopilot in ALT mode. Figu re 2. Bendix/King 2-Axis KAP 1 40 Autopilot, Operating Controls and Indicators (Sheet 2) Revision 3 I I S 1 5-9 S ECTION 9 - S U P PL E M E NTS S U PPLEM E NT 1 5 - FAA APPROVED C ESSNA MODEL 1 72S 9. VERTICAL S P E ED ( U P/ON) MOD E BUTTONS -- The action of these buttons depends on the vertical mode present when pressed . If VS mode is active (AP plus any lateral mode) and the UP button is pressed, the autopilot will modify the displayed VS command ( FPM) i n the u p direction. Single momentary cycles on either the UP or O N button will i ncrement the VS com mand by 1 00 FPM per cycle. When either button is continuously held in, it will modify the vertical speed com m and by 300 fpm per second. If ALT mode is active, pressing the U P/ON buttons will modify the captu red altitude by 20 feet per cycle, or if held continuously will com m and the airplane up or down at the rate of 500 FPM, synchronizing the ALT reference to the actual airplane altitude upon button release. 1 0. AUTO P I LOT C I RCU IT B R EAKE R -- A 5-amp pull-off circuit breaker supplying 28 VDC to the KAP 1 40 system . 1 1 . WARN C/B -- Power to the autopilot disconnect horn and the airplane's annu nciator panel ( P ITC H TRIM). 1 2. AUTO P ILOT D I SCONN ECT (A/P DISCIT R I M I NT) SWITC H When depressed will disengage the autopilot and interrupt manual electric trim (M ET) power. An autopilot disconnect will be annunciated by a continuous 2 second tone accompanied by flashing "AP" annu nciations on the autopilot computer display. -­ I I I 1 3. MAN UAL ELECTR I C T R I M (M ET) SWITCH ES -- When both switches are pressed in the same direction, will activate pitch trim in the selected direction. Use of manual electric trim during autopilot operation will disengage the autopilot. Figure 2. Bendix/King 2-Axis KAP 1 40 Autopilot, Operating Controls and I ndicators (Sheet 3) e -l c:. -I n I SECTION 9 - S U PPLEMENTS S U P P LE M E NT 1 5 - FAA APPROVED C ESSNA MODEL 1 72S 1 4. O M N I B EARING SELECT (OBS) KNOB -- Selects the des i red course to be tracked by the autopilot. (Note: The H OG bug must also be positioned to the proper cou rse to captu re and track the selected radial or desired track) . 1 5. H EAD ING S ELECT KNOB ( H OG) -- Positions the heading pointer ("bug") on the compass card . Note that the position l of the heading bug also provides cou rse datum to the autopilot when tracking in NAV, APR, or R EV (BC) modes. This is in add ition to its more i ntuitive use i n the H OG mode. 1 6. P ITCH TRIM ( PT) Annunciator -- Indicates the direction of requ i red pitch trim. The annunciation wil l flash if auto trim has not satisfied the request for trim for a period of 1 0 without an arrowhead is an indication seconds. A solid of a pitch trim fault. Refer to the E M E RG E N CY P ROC E D U R ES for proper response to a pitch trim fault. � 1 7. P ITC H TRIM Annunciation (located on i nstrument panel or g lareshield) -- Illuminates whenever the automated preflight self test detects a pitch trim fau lt or the contin uous monitoring system detects a pitch trim fault in flight. Refer to the EM E RG E N CY PROC E D U R ES for proper response to a pitch trim fault. ** 1 8. l AUTO P I LOT E NGAG E I AP I Annunciation -- Illuminates whenever the autopilot is engaged. Flashes during pilot i nitiated or automatic disengagement. **Airplane serials 1 72S8001 thru 1 72S9 1 29 i ncorporating Honeywell Service Bulletin KC 1 40-M 1 , and airplane serials 1 72S9 1 30 and on. Figu re 2 . Bendix/King 2-Axis KAP 1 40 Autopilot, Operating Controls and Indicators (Sheet 4) Revision 3 I S 1 5-1 1 S ECTION 9 - SU PPLEM ENTS S U PPLEM E NT 1 5 - FAA A P PROVED C ESSNA MOD EL 1 72S 4 5 BENDIX/KING KAP 140 • P R I AP I Uv I\. LJ r: " .... I AP I il n L. . T . P :J [IO T ALERT FT ..... IREVI 3 2 !l up:1 IALTI I ON I KAP 1 40 WITH ALTITUDE PRESELECT NOTE Numbered items apply to the KAP 1 40 with Altitude Preselect. Other controls and indicators shown are the same as those on the KAP 1 40 without Altitude Preselect (refer to Figure 2) . 1 . ROTARY KNOBS -- Used to set the altitude alerter reference altitude; or may be used immediately after pressing the BARO button, to adjust the autopilot baro setting to match that of the airplane's altimeter when m anual adjustment is requ i red. ( I n some systems, the baro setting may be automatically synched to that of the altim eter. ) 2 . BARO S ET (BARO) B UTTON -- When pushed and released , will change the display from the altitude alerter selected altitude to the baro setting display (either IN HG or H PA) for 3 seconds. If pushed and held for 2 seconds, will change the baro setting display from IN HG to H PA or vice versa. Once the baro setting display is visible the rotary knobs may be used to adjust the baro setting. I Figure 3. Bendix/King 2-Axis KAP 1 40 Autopilot with Altitude Preselect, Operating Controls and I ndicators (Sheet 1 of 2) C ESSNA MODEL 1 72S S ECTION 9 S U PPLEM ENTS S U P P L E M E NT 1 5 - FAA APPROVED - 3 . ALTIT U D E ARM (ARM) BUTTON -- When pushed , wil l toggle altitude arm ing on or off. When ALT A R M i s annu nciated , the autopilot will capture the altitude alerter displayed altitude (provided the aircraft is climbing or descending in VS to the displayed altitude) . ALT hold arming when the autopilot is engaged is automatic upon altitude alerter altitude selection via the rotary knobs. Note that the alerter functions are i ndependent of the armi ng process thus providing ful l time alerting, even when the autopilot is disengaged . 4. ALTITU D E ALE RTER/VE RTICAL S P E E D/BARO S ETTING D I S P LAY -- Normally displays the altitude alerter selected altitude. If the U P or ON button is pushed whi le in VS hold, the display changes to the com mand reference for the VS mode i n FPM for 3 seconds. If the BARO button is pushed, the display changes to the autopi lot baro setting in either I N H G o r H PA for 3 seconds. NOTE This d isplay may be dashed for up to 3 m i nutes on start u p if a blind encoder is installed which requires a warm-up period . 5. ALTITU D E ALE RT (ALERT) ANNUNC IATION -- I l l u m inates continuously in the region of from 200 to 1 000 feet from the selected altitude if the airplane was previously outside of this Flashes ( 1 ) for two seconds the first time the region. airplane crossed the selected altitude and (2) contin uously in the 200 to 1 000 feet region if the airplane was previously i nside of this region (i .e. at the selected altitude) . Associated with the visual alerting is an aural alert (5 short tones) which occurs 1 000 feet from the selected altitude u pon approaching the altitude and 200 feet from the selected altitude on leaving the altitude. Figu re 3 . Bendix/King 2-Axis KAP 1 40 Autopilot with Altitude Preselect, Operating Controls and Indicators (Sheet 2) Revision 3 I S 1 5- 1 3 S ECTION 9 - SU PPLEM ENTS S U PPLEM ENT 1 5 - FAA A P P ROVED C ESSNA MODEL 1 72S S E CT IO N 2 LIMITATIONS The following autopilot l i m itations m ust be adhered to: 1 . The entire preflight test procedure outli ned u nder Section 4 , paragraph A o f this supplement, including steps 1 through 7 , must b e successfully completed prior t o each flight. U s e of the autopilot or manual electric trim system is prohibited prior to completion of these tests. 2. During autopilot operation , a pilot with seat belt fastened m ust be seated at the left pilot position . 3. The autopilot m ust b e O F F duri ng takeoff a n d landing. 4. KMA 28 audio amplifier PUSH prohibited during normal operations. OFF/EMG operation is NOTE During emerg ency operation of the audio amplifier, the PUSH OFF/EMG state of the KMA 28 will prevent flight control system alerts from being heard . 5. The system is approved for Category I operation only (Approach mode selected). 6. Autopilot m aximum airspeed lim itation 1 40 KIAS. Autopilot m in im u m airspeed limitation - 70 KIAS. Autopilot m in i m u m approach speed 80 KIAS. -- -- 7. Maximum flap extension -- 1 0°, 8. The autopilot must be disengaged below 200 feet AGL during approach operations and below 800 feet AGL for all other phases of flight. 9. Overriding the autopilot to change pitch or roll attitUde is prohibited. ( Disengage with NP D ISCIT R I M I NT or AP select button.) 1 0 . The AUTO P I LOT circuit breaker m ust be pulled followi ng any inflight illumination of the red "PITCH T R I M" warning l ig ht, but only after first completing the Emergency Procedu res (Section 3, paragraph 1 .) . The man ual electric tri m and autopilot autotrim systems will be disabled with the AUTO P I LOT circuit breaker pulled. RAvi�ion 2 S ECTION 9 - S U P PLEM E NTS S U P P L E M E NT 1 5 - FAA APPROVED C ESSNA MOD E L 1 72S S E CTIO N 3 EMERG E N CY P R OC E D U R ES The four step procedure listed under paragraph A should be among the basic airplane emergency procedures that are committed to memory. It is important that the pilot be proficient in accomplishing all four steps without reference to this manual. 1 . I n case of Autopilot, Autopilot Tri m , or Manual Electric Trim malfunction (accomplish Items A and B simultaneously) : A. Airplane Control Wheel -- G RASP FIRMLY and regain aircraft control . B . A/P DISC/TRIM INT throughout recovery. Switch PRESS -- and HOLD C. AIRCRAFT - R E-TRIM Manually as Needed . - D . AUTO PILOT Circuit Breaker -- P ULL. NOTE The AVIONICS MASTER Switch may be used as an alternate means of removing all electric power from the autopilot and electric trim systems. If necessary perform steps 1 A through 1 C above, then turn the AVIONICS MASTER Switch OFF before locating and pulling the AUTO PI LOT Circuit Breaker. Turn the AVIONICS MASTER Switch on as soon as possible to restore power to all other avionics equipment. Primary attitude, airspeed, d i rectional compass, and altitude i nstruments wil l remain operational at all times. WARNING A DO NOT ATTEMPT TO R E-ENGAG E THE AUTOPILOT FOLLOWING AN AUTOPILOT, AUTOTRIM, OR MANUAL ELECTRIC TRIM MALFUNCTION U NTIL THE CAUSE FOR THE MALFUNCTION HAS BEEN CORRECTED. Maxim u m Altitude losses due to autopilot malfunction: CON FIGU RATION Cruise, Climb, Descent Maneuvering Approach Origi nal Issue ALT. LOSS 350 ft. 1 00 ft. 90 ft. S 1 5-1 5 S ECTION 9 - SU PPLEM E NTS S U P PLEM ENT 1 5 - FAA APPROVED C ESSNA MOD EL 1 72S AMPLI FIED EMERG ENCY PROCEDURES The following paragraphs are presented to supply additional i nformation for the purpose of providi ng the pilot with a more complete understanding of the recommended cou rse of action for an emergency situation. 1 . An autopilot or autotrim m alfunction occurs when there is an uncommanded deviation i n the airplane flight path or when there is abnormal control wheel or trim wheel motion . In some cases, and especially for autopilot trim , there may be little to no airplane motion , yet the red PITCH TRIM ann unciator (ship's annunciator panel ) may illuminate and an alert tone may sound. The primary concern i n reacting to an autopilot or autopi lot trim malfu nction, or to an automatic disconnect of the autopilot, is i n m aintaining control of the airplane. I mmediately grasp the control wheel and press and hold down the AlP DISCITR I M I NT switch throug hout the recovery. Manipulate the controls as required to safely maintain operation of the airplane within all of its operating l i mitations. Elevator trim should be used manually as needed to relieve control forces. Locate and pull the AUTO PI LOT circuit breaker on the right hand circuit breaker panel to completely disable the autopilot system . 2 . A manual electric trim malfunction may b e recognized by illumination of the red PITCH TRIM annu nciator, accompanied by an alert tone, or by un usual trim wheel motions with the autopilot OFF, without pilot actuation of the manual electric trim switches. As with an autopilot m alfu nction, the first concern fol lowing a man ual electric trim m alfunction is maintain ing control of the airplane. Grasp the control wheel firmly and press and hold down the A/P D ISC/T R I M I NT switch . Locate and pull the AUTO P I LOT circuit breaker on the right hand breaker panel. S 1 5- 1 6 Ori i nal Issue S ECTION 9 - SU PPLEMENTS S U P P L E M E NT 1 5 - FAA APPROVED C ESSNA MODEL 1 72S 3 . Note that the emergency proced u re for any malfu nction is essential ly the sam e : i m mediately g rasp the control wheel and regain airplane control while pressi ng and holding the NP DISCITR I M INT switch down , and retrim the airplane as needed . After these steps have been accomplished secure the autopilot electric trim system by pulling the autopilot (AUTO P I LOT) circuit breaker. As with any other airplane emergency procedure, it is important that the 4 steps of the emergency procedu re located on Page 1 5 be com mitted to memory. 4. The AVION ICS MASTE R switch may be used to remove all electric power from the Autopilot and Electric Trim systems whi le the circuit breaker is located and pulled . Return the AVION ICS MASTER switch to the ON position as soon as possible. With the AVION ICS MASTE R switch off, all avionics and autopilot equ ipment will be i noperable. 5. It is i mportant that all portions of the autopilot and electric trim system are preflight tested prior to each flight i n accordance with the procedures published herein in order to assure their integrity and contin ued safe operation during flight. A WARNING DO NOT RESET AUTOPILOT CIRCUIT BREAKER FOL LOWING AN AUTOPILOT/AUTOTRIM OR MANUAL ELECTRIC TRIM MALFUNCTION UNTIL THE CAUSE FOR THE MALFUNCTION HAS BEEN CORRECTED. � A flashing auto trim annunciation on the face of the autopilot indicates a failure of the auto trim function to relieve pitch servo loading in a timely man ner. This condition should be tem porary. � 1 . FLAS H ING ANNUNCIATION -- OBSERVE aircraft pitch behavior. If pitch behavior is satisfactory, wait 5- 1 0 seconds for the annunciation to stop. Original Issue S 1 5- 1 7 S ECTION 9 - SU P PLEM ENTS S U P P L E M E NT 1 5 - FAA APPROVE D C ESSNA MOD EL 1 72S 2. If annunciation continues , Airplane Control Wheel - G RASP FIRMLY, disengage the autopilot and check for an out of pitch trim condition. Manually retrim as required . - 3. AUTOPILOT OPERATION -- CONTINUE if satisfied that the DISCONTINUE if out of trim i ndication was temporary. evidence indicates a failure of the auto trim fu nction. A red P or R on the face of the autopilot computer. 1 . A red P is an i ndication that the pitch axis of the autopilot has been disabled and cannot be engaged. DO NOT ENGAG E INTO A ROLL AXIS ONLY SYSTEM. NOTE If the red P lamp was the resu lt of some abnormal accelerations on the airplane, the annunciation should be extingu ished withi n approximately one minute and normal use of the autopilot will be reestabl ished. 2. A red R is an i ndication that the roll axis of the autopilot has been disabled and cannot be engaged . The autopilot cannot be reengaged. Flashing mode annunciation i n the display of the autopilot computer. 1 . Flashing HDG -- I ndicates a fai led heading . PRESS HOG button to term inate flashing. ROL will be displayed. 2. Flashing NAV, APR or R EV -- Usually an i ndication of a flagged navigation source. P R ESS the NAV, APR or R EV button to terminate flashing. ROL will be displayed . (Select a valid navigation source.) NOTE A flashing NAV, APR or R EV annunciation can also be caused by a failed heading valid input. Orin i n l=J 1 1 ��LJe C ESSNA MODEL 1 72S S ECTI O N 9 - S U P PLEMENTS S U P P L E M E NT 1 5 - FAA APPROVED 3. Flashing GS -- I ndication of a flagged g lideslope. rearm automatically if a valid GS signal is received. ) (GS will NOTE To continue tracking the localizer, observe the appropriate m i n im u ms for a nonprecision approach . (Press ALT twice i n rapid succession to terminate the flashing. Control the pitch axis in the default VS mode.) NOTE At the onset of mode annunciator flashing, the autopi lot has already reverted to a default mode of operation, i.e. , ROL and or VS mode. An immediate attempt to reengage to lost mode m ay be made if the offending navigation , g lideslope or compass flag has cleared . EXCEPTION The H DG annunciation will flash for 5 seconds upon selection of NAV, APR, or REV modes to remind the pilot to set the HDG bug for use as cou rse datum . Effects of i nstrument losses upon autopilot operation : 1 . Loss of the artificial horizon -- no effect on the autopilot. 2. Loss of the turn coordinator -- autopilot i noperative. 3. Loss of the Directional Gyro (DG)-- The directional gyro does not provide any system valid flag . If the DG fai ls to fu nction properly the autopilot heading and navigation mode will not fu nction correctly. U nder these conditions, the only usable lateral mode is ROL. 4. Loss of Horizontal Situation I ndicator (HSI) (if i nstalled) -- If the HSI fails to function properly the autopilot heading and navigation mode will not function correctly. Under these con­ ditions, the only usable lateral mode is ROL. 5 . Loss of Blind Altitude Encoder -- Altitude Alerter and Altitude Preselect function i noperative. Origi nal Issue S 1 5-1 9 S ECTION 9 - S U P P L E M E NTS S U PPLEM E NT 1 5 - FAA A P P ROVED C ESSNA MODEL 1 72S NOTE The followi ng procedures apply to airplane serials 1 72S800 1 thru 1 72S9 1 29 i ncorporating Honeywell Service Bulletin KC1 40-M 1 , and serials 1 72S9 1 30 and on. The following voice m essages will be annunciated as conditions warrant: 1 . "TRIM IN MOTION" - Elevator trim running for more than 5 seconds, message repeats every 5 seconds. 2. "CH EC K PITCH TRIM" - An out of trim condition has existed for approxi m ately 20 seconds, take immediate corrective action . a. Airplane Control Wheel -- G RAS P F I RM LY and regain aircraft control . b. AlP DISCITRIM INT throug hout recovery. Switch -- P R ESS and HOLD c. AI RCRAFT - R E-TRIM Manually as Needed. - d. AUTO PILOT Circuit Breaker -- P U LL. SECTION 4 NORMAL PROCEDURES A. PREFLIGHT ( P E RFORM PRIOR TO EACH FLI G HT) : 1 . AVIONICS MASTER - - O N . 2 . POWER APPLICATION A N D S E L F TEST - A self test i s performed upon power application t o t h e computer. This test is a sequence of i nternal checks that validate proper system operation prior to allowing normal system operation. The sequence is i ndicated by "PFT" with an i ncreasing n umber for the sequence steps. Successful completion of self test is identified by all display segments being illuminated ( Display Test) , external " Pitch Trim" (A/C System Annunciator Panel) being illuminated , and the disconnect tone sounding. - C ESSNA MODEL 1 72S S ECTION 9 - SU PPLEM E NTS S U P P L E M E NT 1 5 - FAA APPROVED NOTE Upon applying power to the autopilot, the red P warni ng on the face of the autopilot may illuminate indicating that the pitch axis cannot be engaged. This condition should be temporary, lasting approximately 30 seconds. The P will extinguish and normal operation will be available. A WARNING I F PITCH TRIM LIGHT STAYS ON, THEN THE AUTOTRIM DID NOT PASS PREFLIGHT TEST. THE AUTOPILOT CIRCUIT B R EAKER MUST B E PULLED. MANUAL ELECTRIC TRIM A N D AUTO­ PILOT ARE INOPERATIVE. 3. MANUAL E LECTRIC TRIM -- TEST as follows : a. LH SWITCH -- PUSH FORWARD to O N position and hold. OBS ERVE NO MOV E M E NT of Elevator Trim Wheel. Release switch to Center OFF Position. NOTE If movement of the elevator trim wheel is observed duri ng a check of either LH or RH Switch, the m anual electric trim system has malfunctioned. The flight may be conti nued if the AUTO P I LOT Circuit Breaker is pulled to the OFF position and secured until repairs can be made. b. LH SWITCH -- P U LL A FT to UP position and hold. OBSERVE NO MOVEM ENT of the Elevator Trim Wheel . Release switch to center OFF positio n . c. R H SWITCH -- PUSH FORWARD t o ON position and hold for 5 seconds . OBSE RVE N O MOVEMENT of Elevator Trim Wheel. Verify red lip R" light above AP button. Release switch to center OFF position . (Continued Next Page) Revision 3 S 1 5-20A I S ECTION 9 - S U P P L E M E NTS S U P PLEM E NT 1 5 - FAA A P P ROVED C ESSNA MOD EL 1 72S NOTE If red lip R" light is not observed after holding RH switch for 5 seconds, the trim monitor system has failed. The flight m ay be continued if the AUTO P I LOT Circuit Breaker is pulled to the OFF position u ntil repairs can be made. d. RH SWITCH -- P U LL AFT to UP position and hold for 5 seconds. OBSE RVE NO MOVEM ENT of Elevator Trim Wheel. Verify red lip R" light above AP button. Release switch to center OFF position. e. PUSH FORWARD LH and RH Switch OBS E RVE HOLD. and S I M U LTAN EOUSLY MOVEM ENT of Elevator Trim Wheel i n proper direction (nose down ) . While holding LH and RH Switches forward, P R ESS and HOLD NP DISCIT R I M INT Switch . OBSE RVE NO MOVEM ENT of Elevator Trim Wheel. Continue to hold LH and R H Switches forward and RELEAS E AlP DISCITRI M INT Switch . OBS ERVE MOVEMENT of Elevator Trim Wheel in proper direction. Release LH and RH Switches to center O FF position. NOTE During Steps e. and f., verify movement of elevator trim tab in proper direction (the elevator trim tab will move up for nose down trim). If movement of Elevator Trim Wheel is observed while the AlP DISCIT R I M I NT Switch is pressed , the manual electric trim system has failed . The flight may be continued if the AUTO P I LOT Circuit Breaker is pulled to the OFF position until repairs can be made. f. LH and RH Switch -- P U LL AFT S I M U LTAN EOU SLY and HOLD. OBS E RVE MOVEM E NT of Elevator Trim Wheel i n proper direction (nose up) . While holding LH and R H Switches aft, P RESS and HOLD AlP D ISCITRIM I NT Switch . OBS E RVE NO MOVEM ENT of Elevator Trim Wheel. Continue to hold LH and RH Switches aft and RELEASE NP D ISCITR I M I NT Switch . OBS E RVE MOVE M ENT of Elevator Trim Wheel in proper direction. Release LH and RH Switches to center OFF position. Revision 3 C ESSNA MODEL 1 72S S ECTION 9 - SU PPLEM ENTS · S U P P LE M E NT 1 5 - FAA APPROVED 4. FLASHING BARO SETTING (if installed) -- SET proper baro setting manually (or press BARO to accept the present value). 5. AUTOPI LOT -- ENGAG E by pressing*, or pressing and holding** AP button. l 6. FLIGHT CONTROLS -- MOVE fore, aft, left and right to verify the autopilot can be overpowered. 7. AlP DISCITRIM INT Switch -- P R ESS. autopilot disconnects . Verify that the 8 . TRIM -- SET to take off position manual ly. A WARNING THE PI LOT IN COMMAN D MUST CONTINUOUSLY MONITOR THE AUTOPILOT WHEN IT IS ENGAGE D, AND B E PREPARED TO DISCONNECT THE AUTOPILOT AND TAKE IMMEDIATE CORRECTIVE ACTION -- INCLUDING MANUAL CONTROL OF THE AIRPLANE PERFORMANCE OF ANDIOR EMERGENCY PROCEDU RES .- IF AUTOPILOT OPERATION IS NOT AS EXPECTED OR IF AIRPLANE CONTROL IS NOT MAINTAINED. A WARNING DURING ALL AUTOPILOT COUPLED OPERATIONS, THE PI LOT IN COMMAND M UST USE PROPER AUTOPILOT COMMANDS AND USE THE PROPER ENGINE POWER TO ENSURE THAT THE AIRPLANE IS MAINTAINED B ETWEEN 70 AND 1 40 KIAS, AND DOES NOT EXCEED OTHE R BASIC AIRPLANE OPERATING LIMITATIONS. * Airplane serials 1 72S8001 thru 1 72S9 1 29 not i ncorporating Honeywel l Service Bulletin KC 1 40-M 1 . ** Airplane serials 1 72S8001 thru 1 72S91 29 incorporating Honeywell Service Bulletin KC 1 40-M 1 , and airplane serials 1 72S9 1 30 and on. Revision 3 S 1 5-2 1 S ECTION 9 - SU P PLEM ENTS S U PPLEM ENT 1 5 - FAA AP P ROVED C ESSNA MOD E L 1 72S NOTE Autopilot tracking turbulence. performance will be deg raded in 1 . B E FO R E TAKEOFF: a. AlP DISCITRIM INT Switch -- PRESS. b. BARO setting ( if i nstalled ) -- CHECK. A CAUTION CONTI NUE TO SET MANUALLY TH ROUGHOUT THE FLIGHT EACH TIME THE ALTIMETER BARO NO SETTING REQUI R ES ADJUSTMENT. FURTHER REMINDERS (FLASHING) WILL B E GIVEN. c. ALTITUDE SELECT KNOB ( if installed ) -- ROTATE u ntil the desired altitude is displayed . NOTE An altitude alert is annunciated 1 000 ft. prior to arrival at the selected altitude. Aircraft deviations g reater than 200 feet above or below the selected altitude will produce an aititude alert. The aiert annu nciation is accompanied by a series of short tones. 2. AFT E R TAKEOFF: a. Elevator Trim - - VERIFY or S ET to place the airplane in a trim med condition prior to Autopilot engagement. NOTE Engaging the autopilot into a m istrim condition may cause unwanted attitude changes and a "TRI M FAI L" annu nciation. b. Airspeed and Rate of Climb -- STABILIZED. S 1 �-? ? Oriainal Issue C ESSNA MODEL 1 72S S ECTION 9 - S U PPLEMENTS : S U P PLEM E NT 1 5 - FAA APPROVED NOTE Avoid autopilot engagement into a climb condition that either cannot be maintained, or is on the perform ance limits of the airplane for its power and weight configuration. c. AP Button - PRESS*, or PRESS and HOLD**. Note ROLl and VS annunciator on. If no other modes are selected the autopilot wil l operate in the ROL and VS modes. - A WARNING WHEN OPERATING AT OR NEAR THE B EST RATE OF CLIMB AIRSPEED, AT CLIMB POWER SETTINGS, AND USING VERTICAL SPEED (VS) MODE, CONTINUED OPERATION IN VERTICAL SPEED MODE CAN RESULT IN AN AIRPLANE STALL. I F NECESSARY, DISCON NECT THE AUTO PILOT AND R ETURN THE AIRPLANE TO A STABILIZED CLIMB PRIOR TO RE-ENGAGMENT. A WARNING WHEN OPERATING AT OR NEAR THE MAXIMUM AUTOPILOT SPEED, IT WILL BE NECESSARY TO R EDUCE POWER IN ORDER TO MAINTAIN THE DESIRED RATE OF DESCENT AND NOT EXCEED TH E MAXIMUM AUTOPILOT SPEED. A WARNING DO NOT HELP THE AUTOPI LOT OR HAND-FLY THE AIR PLANE WITH THE AUTOPilOT ENGAG E D AS THE AUTOPILOT WILL RUN THE PITCH TRIM TO OPPOSE CONTROL WH EEL MOVEMENT. A MISTRIM OF THE AIRPLANE , WITH ACCOMPANYING LARGE ELEVATOR CONTROL FORCES, MAY R ESULT IF THE PILOT THE WHEEL CONTROL MANIPULATES MAN UALLY WHILE THE AUTOPILOT IS ENGAGED. * Airplane serials 1 72S800 1 thru 1 72S9 1 29 not incorporating Honeywel l Service Bulletin KC 1 40-M 1 . ** Airplane serials 1 72S800 1 th ru 1 72S9 1 29 incorporating Honeywell Service Bulletin KC 1 40-M 1 , and airplane serials 1 72S9 1 30 and on. Revision 3 S 1 5-23 S ECTION 9 - SU PPLEM ENTS S U PPLE M E NT 1 5 - FAA AP P ROVED 3. C ESSNA MOD EL 1 72S CLI M B OR D ESCE NT: a. BARO setting (if installed) -- CHECK. b. Using Vertical Tri m : 1 ) VERTICAL SPEED Control - - PRESS either the U P o r D N button to select aircraft vertical speed within the + 1 500 /-2000 ft. per min com mand limits . 2) VERTICAL SPEED Control -- R ELEASE when desired vertical speed is displayed . The autopi lot wil l m aintain the selected vertical speed. NOTE Avoid selecting a climb rate that either cannot be maintained or is on the performance l i m it of the airplane for its power and weight configuration. 4. ALTITU D E HOLD : a. Captu re preselected altitudes (if i nstalled) : 1 ) ALTITU DE SELECT knob -- ROTATE until the desired altitude is displayed. Note ARM annunciation occurs automatically with altitude selection when the autopilot is engaged. 2) ALT ITU DE SELECT MODE (ARM) button -- PUSH to alternately disarm or arm altitude capture. 3) Airplane -- ESTABLISH vertical speed necessary to intercept the selected altitude. NOTE It may be possible to observe m i nor difference between the autopilots' selected altitude and the aircraft altimeter after an altitude capture. These discrepancies are attributed to the autopi lot and altimeter using different static sou rces combined with autopilot system tolerances. Not inputing the proper barometric setting i nto the autopilot computer will produce i naccuracies. S 1 5-24 Ori inal Issue C ESSNA MOD E L 1 72S S ECTION 9 S U PPLEM ENTS S U P P L E M E NT 1 5 - FAA APPROVED - NOTE Altitude preselect captures are not recommended on non precision approaches to capture the M DA. Glideslope coupling will preclude a preselect altitude capture on an I LS. b. Altitude (ALT) Hold Button : 1 ) AL T Hold Selector Button PRESS. Note AL T hold annunciator ON . Autopilot will maintai n the selected altitude. -- NOTE It is recommended by the FAA (ACOO-24B) to use basic " PITCH ATTITUD E HOLD" mode duri ng operation in severe tu rbulence. However, since this autopilot does not use the attitude gyro as a pitch reference, it is recommended that the autopilot be disconnected and that the airplane be flown by hand in severe turbulence. c. Changing altitudes : 1 ) Using Vertical Speed ( Recommended changes less than 1 00 ft. ) for altitude a) VERTICAL SPEED Control -- PRESS and HOLD either the U P or DN button. Vertical Speed will seek a rate of change of about 500 fpm . b) VERTICAL SPEED Control desired altitude is reached. maintain the desired altitude. -- RELEASE when The autopilot will NOTE As an alternative , a series of quick momentary presses on the UP or ON button will program either an increase or decrease of the altitude reference, 20 feet each time the button is pressed. Original Issue S 1 5-25 S ECTION 9 - SU PPLEM ENTS S U P P LEM ENT 1 5 - FAA APPROVED CESSNA MODEL 1 72S 5. H EADING HOLD : a. Heading Selector Knob -- SET BUG to desired heading. b. H OG Mode Selector Button - P R ESS. Note HOG mode annu nciator ON. Autopilot wil l automatically tu rn the aircraft to the selected heading. - NOTE Aircraft heading turbu lence. may change in ROL mode due to c. Heading Selector Knob -- MOVE BUG to the desired heading. Autopilot will automatically turn the aircraft to the new selected heading . 6. NAV COU P LI N G : a . When equipped with D G : 1 ) OBS Knob - - SELECT desired course. 2) NAV Mode Selector Button - PRESS. annunciated. - Note NAVARM 3) Heading Selector Knob - ROTATE B U G to agree with OBS course. - NOTE When NAV is selected, the autopilot will flash H OG for 5 seconds to rem ind the pilot to reset the H OG bug to the OBS cou rse. IF H OG mode was in use at the time of NAV button selection, a 45° intercept angle wil l then be automatically established based on the position of the bug. S 1 5-26 Ori i nal Issue C ESSNA MODEL 1 72S S ECTION 9 - S U P PLEM ENTS S U PPLEM ENT 1 5 - FAA A P PROVED NOTE All angle intercepts compatible with radar vectors may be accomplished by selecting ROL mode PRIOR to pressing the NAV button. The H OG bug must stil l be positioned to agree with the OBS course to provide course datu m to the autopilot when using a DG (Directional Gyro) . a) If the C O l needle is greater than 2 to 3 dots from center, the autopi lot will annunciate NAVARM . When the computed captu re point is reached the ARM annunciator will go out and the selected course will be automatically captu red and tracked . b) If the C O l needle is less than 2 to 3 dots from center ' the HOG mode wil l disengage upon selecting NA V mode. The NAV annunciator will then illuminate and the capture/track sequence will automatically begin. l l b. When equ ipped with HS I : 1 ) Course Bearing Pointer - SET to desired course. 2) H eading Selector Knob -- SET B UG to provide desired i ntercept angle and engage H OG mode. 3) NAV Mode Selector Button - PRESS. - a) If the Course Deviation Bar (D-Bar) is greater than 2 to 3 dots from center, the autopilot will annunciate. NAVARM . When the computed capture point is reached the ARM annunciator will go out and the selected cou rse will be automatically captured and tracked . b) If the D-Bar is less than 2 to 3 dots from center, the. H OG mode wil l disengage upon selecting NAV mode. The NAV annunciator will then illuminate and the capture/track sequence wil l automatically begin. Revision 3 S 1 5-27 S ECTION 9 - SU P P LE M E NTS S U PPLEM ENT 1 5 - FAA A P P ROVE D C ESSNA MODEL 1 72S 7. APP ROACH (APR) COU PLING : (To enable glideslope coupling on an I LS and more precise tracking on instru ment approaches) . a. When equ ipped with DG : 1 ) BARO setting -- CHECK (if i nstalled) . 2) OBS Knob -- SELECT desired approach cou rse. (For a localizer, set it to serve as a memory aid .) 3) APR Mode Selector Button -- P R ESS. annunciated. Note APRARM 4) Heading Selector Knob -- ROTATE BUG to agree with desired approach. NOTE When APR is selected , the autopilot will flash H OG for 5 seconds to rem ind the pilot to reset the H OG bug to the approach cou rse. If H OG mode was in use at the time of APR button selection, a 45° intercept angle will then be automatically established based on the position of the bug. NOTE All angle i ntercepts compatible with radar vectors may be accomplished by selecting ROL mode P R i O R to pressing the APR button. The H OG bug m ust stil l be positioned to agree with the desired approach course to provide course datum to the autopilot when using a DG. I a) If the C O l needle is greater than 2 to 3 dots from the center, the autopilot will annunciate APR ARM ; when the computed captu re point is reached the ARM annunciator will go out and the selected course will be automatically captured and tracked. I b) If the COl needle is less than 2 to 3 dots form the center, the H OG mode will disengage upon selecting APR mode; the APR annu nciator will illuminate and the captu re/track seq uence will automatically begin. � 1 � ?R C ESSNA MOD E L 1 72S S ECTION 9 - SU PPLEM ENTS S U P PL E M E NT 1 5 - FAA APPROVED b. When equipped with H S I : 1 ) BARO Setting ( i f installed) - - CHECK. 2) Course Bearing Pointer - SET to desired cou rse. - 3) Heading Selector Knob -- SET B UG to provide desired intercept angle. 4) APR Mode Selector Button -- PRESS. a) If the D-Bar is greater than 2 to 3 dots from center, 1 the autopilot wil l annunciate APRARM ; when the computed capture point is reached the ARM annunciator wil l go out and the selected cou rse wil l b e automatically captured and tracked. b) If the D-Bar is less than 2 to 3 dots from center, thel H OG mode will d isengage upon selecting APR mode; the APR annu nciator wil l illuminate and the capture/track sequence will automatical ly begin. 5) Airspeed - MAINTAIN 90 KIAS minimum coupled autopilot approaches (recommended) . - during 8 . BACK COU RS E (R EV) APPROACH COU PLING (Le . , reverse localizer) : a. When equ ipped with OG : 1 ) BARO setting (if installed) -- CHECK. 2) OBS Knob -- SELECT the localizer course to the front course i nbound (as a memory aid) . 3) R EV Mode Selector Button -- PRESS. 4) Heading Selector Knob -- ROTATE B UG to the heading corresponding to the localizer front course inbound. Revision 3 S 1 5-29 S ECTION 9 - S U PPLEM E NTS S U P PLEM ENT 1 5 - FAA APPROVE D C ESSNA MOD EL 1 72S NOTE When R EV is selected , the autopilot will flash H OG for 5 seconds to remind the pilot to reset the H OG bug to the localizer FRONT COU RS E I NBOU N D heading. If heading mode was in use at the time of REV button selection , a 45° intercept angle will then be automatically established based on the position of the bug. NOTE All angle intercepts compatible with radar vectors may be accomplished by selecting ROL mode P R I OR to pressing the R EV button. The H OG bug must still be positioned to the localizer FRONT COU RS E I N BOU N D heading to provide cou rse datum to the autopilot when using a DG . I a) If the C O l needle is greater than 2 to 3 dots from center, the autopilot wil l annunciate R EVARM ; when the computed capture point is reached the ARM annunciator will go out and the selected back course will be automatically captu red and tracked. I b) If the C O l needle is less than 2 to 3 dots from center, the H OG mode will disengage upon selecting REV mode; the REV annunciator will illuminate and the capture/track sequence will automatically begi n . b. When equipped with H S I : 1 ) BARO Setting (if installed) - - CHECK. 2) Course Bearing pointer -- SET to the I LS front course inbound heading. 3) Heading Selector Knob -- SET BUG to provide desired intercept angle and engage HOG mode. 4) R EV Mode Selector Button -- PRESS. S 1 5-30 Revision 3 C ESSNA MOD EL 1 72S S ECTION 9 - SU PPLEME NTS SU PPLEMENT 1 5 - FAA APPROVED a) If the D-Bar is g reater than 2 to 3 dots from center, I the autopi lot wil l annunciate REVARM ; when the com puted capture point is reached the ARM annunciator wil l go out and the selected back cou rse wil l be automatically captured and tracked . b) If the D-Bar is less than 2 to 3 dots from center, thel H OG mode wil l disengage upon selecting R EV mode; the R EV annu nciator will illuminate and the captu re/track sequence wil l automatical ly begin. 5) Airspeed -- MAINTAIN 90 K IAS minimum autopilot coupled approaches (recommended) . during 9. GLiD ESLO P E COU PL I NG a. APR Mode -- ENGAGED, Note GSARM annunciated. NOTE Glideslope coupling is inhibited when operating in NAV or R EV modes. With NAV 1 selected to a valid I LS, glideslope armed and coupling occurs automatically in the APR mode when tracking a localizer. b. At Glideslope centering -- note ARM annunciator goes out. NOTE Autopi lot can capture g lideslope from above or below the beam . c. Revision 3 Airspeed -- MAINTAIN 90 K IAS minimum autopilot coupled approaches (recommended) . during S 1 5-3 1 S ECTION 9 - SU PPLEM ENTS S U P PLEM E NT 1 5 - FAA APPROVE D C ESSNA MODEL 1 72S 1 0. M ISS E D APP ROACH a. AlP DISCITRIM INTER Switch - PRESS to d isengage AP. b. MISSED APPROACH - EXECUTE. c. If autopilot is desired : 1 ) E levator Trim -- VERIFY or S ET. 2) Airspeed and Rate of Climb -- STABILIZED. NOTE Avoid autopilot engagement into a climb condition that either cannot be m aintained , or is on the performance limits of the airplane for its power and weight configuration. 3) AP Button -- PRESS. Note ROL and VS annunciators on. If no other modes are selected the autopilot will operate in the ROL and VS modes . Verify that the aircraft Vertical Speed I ndicator (VS I) and the Autopi lot VS agree. NOTE If tracking the I LS course outbound as part of the missed approach procedure is desired, use the NAV mode to prevent inadvertent GS coupling . 1 1 . B EFOR E LAN D ING I a. AlP DISCITRIM INT Switch -- PRESS* HOLD** to disengage AP. or PRESS and S E CTIO N 5 P E R FO RMAN C E There i s n o change to the airplane performance when the KAP 1 40 , 2 Axis Autopilot is installed. * Airplane serials 1 72S800 1 thru 1 72S9 1 29 not i ncorporating Honeywell Service Bulletin KC1 40-M 1 . ** Airplane serials 1 72S8001 thru 1 72S9 1 29 incorporating Honeywell Service Bulletin KC 1 40-M 1 , and airplane serials 1 72S9 1 30 and on. Revision 3 A Textron Company P i l ot's O perat i n g H a n d book a n d FAA Approved A i rplane Fli g ht Man ual CESSNA M O D E L 1 72S A I R PLANES 1 7258372 AND ON S U P PL E M ENT 1 9 BEND IX/KIN G KLN 94 G LO BAL POSITIONING SYSTEM (IFR) SERIAL NO._________ REGISTRATION NO._______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Global Positioning System is installed. FAA A P PROVAL Dale: 1 4 December 2000 Member of GAMA COPYRIGHT © 2000 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 1 72SPHUS-S 1 9-03 6 N ove m be r 2000 Revision 3 - 22 January 200 1 8 1 9-1 SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 9 - FAA APPROVED CESSNA MODEL 1 728 S U P P L E'M E NT 1 9 B ENDIX/KING KLN 94 GLO BAL POSITIONING SYSTEM ( I F R) The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Revision Level o 1 2 3 Date of Issue (Original) November 6, 2000 December 1 8, 2000 December 30, 2000 January 22, 2001 LOG OF EFFECTIVITY PAGES PAGE Title (S1 9-1 ) S 1 9-2 S1 9-3 S 1 9-4 S 1 9-5 81 9-6 S 1 9-7 S 1 9-8 S 1 9-9 S 1 9-1 0 DATE Jan 22101 Jan 22101 Nov 6/00 Dec 30/00 Dec 30/00 Nov 6/00 Jan 22101 Jan 22/01 Jan 22/01 Dec 30/00 PAGE S 1 9-1 1 S 1 9-1 2 8 1 9-1 3 8 1 9- 1 4 S 1 9-1 5 S1 9-1 6 S 1 9- 1 7 S1 9-1 8 S 1 9-1 9 S1 9-20 DATE Dec 30/00 Jan 22101 Jan 22101 Jan 22i01 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 FAA APPROVAL Date: 23 January 2001 8 1 9-2 Jan 22/01 CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 9 - FAA APPROVED su M E NT 1 B E N D IX/KIN G K L N 94 G LO BA L POSITI O N I N G SYST E M (I F R) S E RV I C E B U L LETIN C O N FI G U RATIO N L I ST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. Number Nov 6/00 Title Airplane Unit Effectivity Revision Incorporation Incorporated In Airplane S 1 9-3 SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 9 - FAA APPROVED C ESSNA MODEL 1 72S S U P PL E M E NT B ENDIX/KING KlN 94 GLOB AL POSITIONING SYST E M (IFR) S E CTION 1 G EN ER AL The KLN 94 G PS (Global Positioning System) is a three­ dimensional precision navigation system based on 24 earth orbiting satellites. Receiver Autonomous I ntegrity Monitoring (RAIM) is a function that every I FR-certified G PS receiver must continuously perform to assure position accuracy. RAI M is available when 5 or more of these satellites are in view, or 4 satellites are in view and a barometrically corrected altitude input from the airplane's altimeter is made. Annunciation is provided if there are not enough satellites in view to assure position integrity. Operational guidance for the KLN 94 G PS Navigation System is provided with the Bendix/King KLN 94 Pilot's Guide (supplied with the airplane). This Pilot's Guide should be thoroughly studied and VFR operations conducted so that you are totally familiar with G PS navigation before actually using this equipment in I FR conditions. I 8 1 9-4 Dec 30/00 C ESSNA MODEL 1 72S S ECTIO N 9 - SUPPLEM ENTS S U PPLE M E NT 1 9 - FAA APPROVED The database card is an e lectronic memory contain ing information on airports, navaids, intersections, D P's, STAR's, instrument approaches, special use airspace, and other items of interest to the pilot. Every 28 days, Bendix/King receives new aeronautical database information from Jeppesen Sanderson for each database region. 1 This information is processed and downloaded onto the database cards. Bendix/King makes these database card updates available to KLN 94 G PS users. CAUTIO N THE DATA BASE MUST B E U PDATED O N LY WHILE THE AIRCRAFT IS ON THE GROUND. THE KLN 94 DOES N OT P ERFORM ANY NAVIGATION FUN CTIO N WHILE THE DATA BASE IS BEING U P DATE D. N OTE A current database is required by regulation in order to use the KLN 94 G PS system for non-precision approaches. Provided the KLN 94 navigation system is receiving adequate usabie signais, it has been demonstrated capable of and has been shown to meet the accuracy specifications of: VFR/I FR en route oceanic and remote, en route domestic, terminal, and instrument approach (G PS, Loran-C, VOR, VOR-DME, TACAN, N DB, N DB­ DME, RNAV) operation within the U.S. National Airspace System , North Atlantic M inimum Navigation Performance Specifications (MNPS) Airspace and latitudes bounded by 74° North and 60° South using the WGS-84 (or NAD 83) coordinate reference datum in accordance with the criteria of AC 20- 1 38, AC 9 1 -49, and AC 1 2033. Navigation data is based upon use of only the global positioning system (G PS) operated by the United States. Dec 3 0100 8 1 9-5 SECTIO N 9 - SUPPLE M E NTS SUPPLE M E NT 1 9 - FAA APPROVED C ESSNA MODEL 1 72S NOTE Aircraft using G PS for oceanic I FR operations m ay use the KLN 94 to replace one of the other approved m eans of long ran ge navigation. A single KLN 94 G PS installation may also be used on short oceanic routes which req uire only one means of long-range n avigation. N OTE FAA approval of the KLN 94 does not n ecessarily constitute approval for use in foreign airspace. NOTE The KLN 94 is qualified for B RNAV (Basic Area Navigation) operation in the European region in accordance with the criteria of AC 90-96. (Reference I CAO Doc 7030 Regional S upplementary Procedures, JAA Technical G uidance Leaflet AMJ20X2 and Eurocontrol RNAV Standard Doc 003-93 Area Navigation Equipment Operational Requirements and Functional Requirements (RNAV).) 8 1 9-6 Nov 6/00 CESSNA MODEL 1 72S SECTIO N 9 - S U PPLEM ENTS SUPPLE M E NT 1 9 - FAA APPROVED 2 3 .. ILl-l---- 4 7 8 6 0585C1 042 1 . G PS M ESSAG E (MSG) ANNUNCIATOR LIG HT -- MSG will begin flashing whenever the message p rompt (a large M on the left side of the screen) on the KLN 94 G PS unit begins flashing to alert the pilot that a message is waiting. Press the M essage (MSG) key on the G PS to display the m essage. If a message condition exists which requires a specific action by the pilot, the message annunciator wil l remain on but will not flash. " " 2. G PS WAYPOI NT (WPT) ANNUNC IATOR LIG HT -- G PS WAYPOI NT annunciator will begin to flash approximately 36 seconds prior to reaching a Direct-To waypoint. Also, when turn anticipation is enabled in the KLN 94 G PS unit, the annunciator will begin to flash 20 seconds prior to the beginning of turn anticipation, then illuminate steady at the very beginning of turn anticipation . Figure 1 . GPS Annunciator/Switch (Serials 1 72S8372 thru 1 72S8703) (Sheet 1 of 3) Jan 22/01 S 1 Q-7 C ESSNA MODEL 1 728 S ECTION 9 SUPPLEMENTS SU PPLEMENT 1 9 FAA APPROVE D - - A WARN I NG TURN ANTIC IPATION IS AUTOMATICALLY DISABLED FOR FAF WAYPOINTS AND THOSE USED EXCLUSIVELY I N DP/STARS WHERE OVERFLI G HT IS REQUIRED. FOR WAYPOINTS SHARED B ETWEEN DP/STARS AND PUBLISHED SEGMENTS R OUTE EN (REQUIRING OVE RFLIG HT I N THE DP/STARS), PROPER SELECTION O N THE PRESENTED WAYPOINT PAGE IS NECESSARY TO PROVIDE ADEQUATE ROUTE P ROTECTION ON THE DP/STARS. 3. GPS APPROACH (GPS, APR) SWITCH -- Pressing the G PS APPROACH switch manually selects or disarms the approach ARM mode and also cancels the approach ACTV mode after being automatically engaged by the KLN 94 G PS system . The white background color o f the G PS APPROACH annunciator makes it visible in daylight. [ I 4. ARM ANNUNCIATOR LI GHT -- ARM annunciator will illuminate when the KLN 94 G PS system automatically selects the approach ARM mode or when the approach ARM m ode is manually selected. The approach ARM mode will be automatically selected when the airplane is within 30 N M of an airport, and an approach is loaded in the flight plan for that airport. The approach ARM mode can manually be selected at a greater distance than 30 NM from the airport by pressing the G P8 APPROACH switch; however, this will not change the COl scale u ntil the airplane reaches the 30 N M point. The approach ARM mode can also be disarmed by pressing the G PS APPROACH switch. 5. ACTIVE (ACTV) ANNU NCIATOR LIGHT ACTV ann unciator will illuminate when the KLN 94 G PS system automatically engages the approach ACTV mode (the ACTV mode can only be engaged by the KLN 94 G PS system which is automatic.) To cancel the approach ACTV mode, press the G PS APPROACH switch; this will change the mode to the approach .... ARM mode and illuminate the ARM annunciator. I -- Figure 1 . GPS Annunciator/Switch (Serials 1 72S8372 thru 1 72S8703) (Sheet 2 of 3) . I ::m ??/() 1 I C ESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEM ENT 1 9 - FAA APPROVED 6. NAV/GPS SWITCH -- Toggles from Nav 1 to G PS and vice versa to control the type of navigation data to be displayed on the C O l (Cou rse Deviation Indicator). The No. 1 COl Omni Bearing Selector (OBS) p rovides analog course input to the KLN 94 in OBS m ode when the NAV/GPS switch/annunciator is in G PS . When the NAV/GPS switch annunciation is in NAV, G PS course selection in OBS mode is digital through the use of the controls and display at the KLN 94. NOTE Manual COl cou rse centering in OBS mode using the control knob can be difficult, especially at long distances. Cente rin g the Course Deviation I ndicator (COl ) needle can best be accomplished by pressing the Direct-To b utton and then manually setting the No. 1 C O l cou rse to the course value prescribed in the KLN 94 displayed message. NOTE The Directional I ndicator heading (HOG) bug m ust also be set to provide p roper course datum to the autopilot if coupled to the KLN 94 in LEG or OBS. (When the optional HSI is i nstalled, the HSI course pointer provides course datum to the autopilot.) 7. NAVIGATION SOURCE (NAV) ANNUNCIATOR -- The NAV annunciator will illuminate steady to inform the pilot that NAV 1 information is being displayed on the NA V 1 COL 8 . NAVIGATION SOURCE (GPS) ANNUNCIATOR -- The G PS annunciator will illuminate steady to inform the pilot that G PS information is being displayed on the NA V 1 COl . Figure 1 . GPS Annunciator/Switch (Serials 1 72S8372 thru 1 72S8703) (Sheet 3 of 3) Jan 22/01 S 1 R-R SECTIO N 9 - SUPPLEMENTS SUPPLE M ENT 1 9 - FAA APPROV E D 1 __ HSI 2 CESSNA MODEL 1 72S 4 NAV G PS 3 ... 1 . HSI ANN U NCIATOR LIGHT -- This label is present when the optional HSI is installed. The HSI course pointer provides cou rse datum to the autopilot. 2. NAVIGATION SOURCE (NAV) ANNUNCIATOR -- The NAV ann unciator will illuminate steady to inform the pilot that NAV 1 information is being displayed on the NAV 1 COL 3. NAVIGATION SOU RCE (GPS) ANNUNCIATOR -- The G PS annunciator wiii iiiuminate steady to inform the piiot that G PS information is being displayed on the NAV 1 COL 4 . N AV/GPS SWITCH -- Toggles from Nav 1 to G PS and vice versa to control the type of navigation data to be displayed on the COl (Course Deviation Indicator). The No. 1 COl Omni Bearing Selector (OBS) provides analog cou rse input to the KLN 94 in OBS mode when the NAV/GPS switch/annunciator is in GPS. When the N AV/GP S switch annunciation is in NAV, G PS course selection in OBS mode is digital through the use of the controls and display at the KLN 94. , Figure 2. G PS Annunciator/Switch (Serials 1 72S8704 and On) (Sheet 1 of 2) S1 9- 1 0 C ESSNA MODEL 1 72S S ECTION 9 - SUPPLEM ENTS SUPPLE M E NT 1 9 - FAA APPROVED N OTE Manual COl course centering in O BS mode using the control knob can be d ifficult, especially at long distances. Centering the Course Deviation I ndicator (COl) needle can b est be accomplished by pressing the Direct-To button and then m an ually setting the No. 1 COl cou rse to the course valu e p rescribed in the KLN 94 displayed message. N OTE The Directional I ndicator heading (HOG) bug must also be set to provide proper cou rse datum to the autopilot if coupled to the KLN 94 in LEG or OBS. (When the optional HSI is installed, the HSI course pointer provides course datum to the autopilot.) Figure 2. G PS Annunciator/Switch (Serials 1 72S8704 and On) (Sheet 2 of 2) Dec 30/00 S1 9- 1 1 SECTIO N 9 - S U PPLEMENTS SU PPLE M E NT 1 9 - FAA APPROVED C ESSNA MODEL 1 72S S E CTION 2 L I M ITATIONS 11 . The KLN 94 G PS Pilot's Guide, PIN 006-1 8207-0000, dated September 2000 (or later applicable revision) m ust be available to the flight crew whenever I FR G PS n avigation is used. The Operational Revision Status (ORS) of the Pilot's G uide must match the ORS level annunciated on the Self Test page. 2. Navigation is prohibited within 60 nautical miles of the North and South Poles (Le., at greater than 89° north and south latitude). 3. I FR Navigation is restricted as follows: a. The system must utilize ORS level 01 or later FAA approved revision. b. The data on the Self-Test page m ust be verified prior to use. c. I FR en route and terminal navigation is prohibited u nless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data. d. Instrument approaches m ust be accompl ished in accordance with approved instrument approach procedures that are retrieved from the KLN 94 database. The KLN 94 aeronautical database must incorporate the current update cycle. I 1 ) The KLN 94 Q uick Reference, PIN 006- 1 8228-0000, Revision 1 , dated August 2000 (or later applicable revision) m ust be available to the flight crew during instrument approach operations. 2) Instrument approaches must be conducted in the approach mode and RAI M must be available at the Final Approach Fix. 8 1 9- 1 2 Jan 22101 CESSNA MODEL 1 72S S ECTION 9 - SUPPLEM E NTS SUPPLEM E NT 1 9 - FAA APPROVED 3) APR ACTV mode must be annunciated at the Final Ap­ proach Fix. 4) Accomplishment of I LS, LOC, LOC-BC, LDA, SDF, and M LS approaches are not authorized. 5) When an alternate airport is required by the applicable operating rules, it m ust be served by an approach based on othe r than G PS or Loran-C navigation. 6) The KLN 94 can only be used for approach g uidance if the reference coordinate datum system for the instrum ent approach is WGS-84 or NAO-83. (All approaches in the KLN 94 database use the WGS-84 or the NAD-83 geodetic datum). e . For B RNAV operations in the European region: 1 ) With 23 (24 if the altitude input to the KLN 94 is not available) or m ore satellites projected to be operational for the flight, the aircraft can depart without further action . 2 ) With 22 (23 i f the altitude input t o the K L N 9 4 is not available) or fewer satellites projected to be operational for the flight, the availability of the G PS integrity (RAI M) should be confirmed for the intended flight (route and time). This should be obtained from a p rediction program run o utside of the aircraft. The prediction program must comply "vith the criteria of Appendix 1 of AC90-96. In the event of a predicted continuous loss of RAI M of more than 5 m in utes for any part of the intended flight, the flight should be delayed, cancel led, or rerouted on a track where RAI M requ i rements can b e m et. f. If a JlRAI M NOT AVAILABLEJI message is displayed i n the en route o r terminal phase of flight, continue to navigate using the KLN 94 or revert to an alternate m eans of navigation appropriate to the route and phase of flight. When continuing to use the KLN 94 for navigation, position must be verified every 1 5 minutes (or as required by applicable country's operating rules) using another IFR approved navigation system . Jan 22/0 1 8 1 9- 1 3 SECTION 9 - SUPPLEMENTS SUPPLE M E NT 1 9 - FAA APPROVE D C ESSNA MODEL 1 72S N OTE Honeywell's Preflight, Version 2.0 or later comp uter based prediction p rogram may be used for the RAI M p rediction. Alternate methods should be submitted for approval in accordance with Advisory Circular AC90-96. I g. The aircraft m ust have other approved navigation equipment appropriate to the route of flight i nstalled and operational. S E CTION 3 E M E R G ENCY P RO C E D U R ES There are no changes to the basic airplane emergency procedures when the KLN 94 G PS is installed. 1 . If the KLN 94 G PS information is not available or invalid, utilize remaining operational navigation equipment as req uired. 2. If a "RAIM NOT AVAILABLE" message is displayed while conducting an instrument approach, terminate the approach . Execute a missed approach if req uired. 3. If a "RA I M N OT AVAILABLE" message is displayed in the e n route or terminal phase o f flight, contin ue t o n avi g ate using the KLN 94 or revert to an alternate means of navigation appropriate to the route and p hase of flight. When continuing to use the KLN 94 for navigation, position must be verified every 1 5 minutes ( or as required by applicable country's operatin g rules) using another IFR approved navigation system . 4. Refer t o t h e KLN 9 4 Pilot's G uide, Appendices B and C, for appropriate pilot actions to be accomplished in response to annunciated messages. 8 1 9-1 4 Jan 2210 1 CESSNA MODEL 1 72S SECTION 9 - S U PPLEM ENTS SUPPLE M E NT 1 9 - FAA APPROVED S ECTI O N 4 N O R MA L P R O C E D U R E S OPERATION Normal operating procedures are outlined in the KLN 9 4 G PS Pilot's G u ide, PIN 006- 1 8207-0000, dated September 2000 (or later applicable revision) . A KLN 94 Quick Reference, PIN 006- 1 82280000, dated August 2000 (or later applicable revision) contain ing an approach sequence, operating tips and approach related messages is i ntended as well for cockpit use by the pilot fam iliar with KLN 94 operations when conducting instrument approaches. AUTOP ILOT COUPLED OPERATION The KLN 94 may be coupled to the KAP 1 40 autopilot by first selecting G PS on the NAV/G PS switch. Manual selection of the desired track on the pilot's DG heading bug is required to provide course datum to the KAP 1 40 autopilot. (Frequent course datum changes m ay be necessary, such as in the case of flying a D M E arc.) The autopilot approach mode (APR ) should be used when conducting a coupled G PS approach. N OTE NAV or APR coupled DME arc intercepts can resu it in excessive overshoots (aggravated by high ground speeds andlor intercepts from inside the arc) . APPROACH MODE SEQU ENCING A N D RAIM PREDI CTION WARN I N G FAMILIARITY WITH TH E E N ROUTE O PERATIO N OF THE K L N 9 4 DOES NOT CONSTITUTE P ROFICIENCY IN APPROACH OPERATIONS. DO NOT AITEMPT APPROACH OPERATIONS I N IMC (INSTRUMENT METEOROLOGICAL CONDITIONS) TO AITAINING PRIOR PROFICIENCY I N THE USE OF TH E KLN 94. Dec 30100 SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 9 - FAA APPROVED CESSNA MODEL 1 72S N OTE The special use airspace alert will automatically be disabled prior to flying an instrument approach to reduce the potential for message congestion. 1 . Prior to arrival, select a STAR if appropriate from the A PT 1 page. Select an approach and an initial approach fix (lAF) from the A PT 8 page. The most efficient means of getting to these pages is initiated by pressing the P ROC (PROCEDURE) button on the KLN 94. a. Press P ROC button. b. Select Approach , Arrival or Departure. c. Select the airport from the list or enter the desired airport identifier. d. The APT 1 or APT 8 page will be displayed as appropriate. NOTE To delete or replace a DP, STAR or approach, select FPL 0 page. Place the cursor over the name of the procedure, press ENT to change it, or CLR then ENT to delete it. 2. En route, check for RAIM availability at the destination airport ETA on the OTH 3 page. N OTE RAIM must , be available at the FAF in order to fly an instrument approach. Be prepared to term inate the approach upon loss of RAIM. 1 8 1 9-1 6 Dec 30/00 I CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 9 - FAA APPROVED 3 . At or within 30 nm from the airport: a. Verify automatic annunciation of APRARM. b. Note automatic COl needle scaling change from ±S.O nm to ±1 .0 nm over the next 30 seconds. c. Update the KLN 94 altimeter baro setting as required. d. I nternally the KLN 94 will transition from en route to terminal integrity monitoring. 4. Select N A V 4 page to fly the approach procedure. a. If receiving radar vectors, or need to fly a procedure turn or holding pattern, fly in OBS until inbound to the FAF. N OTE OBS navigation is TO-FROM (like a VOR) without waypoint sequencing. b. If receiving radar vectors, choose VECTORS as the IAF, activate vectors when the first vector for the approach is received and leave the unit in LEG mode. c. N o PT routes including DME arc's are flown in is mandatory from the FAF to the MAP. LEG. LEG N OTE NAV or APR coupled D M E arc intercepts can result in excessive overshoots (aggravated by high ground speeds and/or intercepts from inside the arc) . A WARNIN G FLYI N G FINAL OUTB O U N D FROM AN OFF­ A I RP O RT VORTAC ON AN OVERLAY A P PROAC H ; B EWA R E OF TH E D M E D ISTANCE I N C R EASING O N FINAL A P PROACH , A N D THE G PS DISTANCE-TO-WAYPOINT D E C R EASING, AND NOT MATC H I NG THE N U M BE R S ON THE A P PROACH P LATE. Dec 30/00 s 1 9- 1 7 1 SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 9 - FAA APPROVED CESSNA MODEL 1 72S 5. At or before 2 nm from the FAF inbound: a. Select the FAF as the active waypoint, if not accomplished already. b. Select LEG operation. 6. Approaching the FAF inbound (within 2 nm): a. Verify APR ACTV. b. Note automatic COl needle scaling change from ± 1 .0 nm to ±0.3 nm over the 2 nm inbound to the FAF. , c. Internally the KLN 94 will transition from terminal to approach integrity monitoring. 7. Crossing the FAF and APR ACTV is not annunciated: a. Do not descend. b. Execute the missed approach. 8. Missed Approach: a. Climb. b. Navigate to the MAP (in APR ARM if APR ACTV is not available). N OTE There is no automatic LEG sequencing at the MAP. c. After climbing in accordance with the published missed approach procedure, press the Direct To button, verify or change the desired holding fix and press ENT. I S 1 9-1 8 Dec 30/00 CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 9 - FAA APPROVED GENERAL NOTES GI The aeronautical database m ust be up to date for instrument approach operation. • Only Q!J§, approach can be in the flight plan at a time. III • III III Checking RAIM prediction for your approach while en route using the A UX 3 page is recommended. A self check occurs automatically within 2 nm of the FAF. APR ACTV is inhibited without RAI M. Data cannot be altered, added to or deleted from the approach procedures contained in the database. (DME arc intercepts may be relocated along the arc through the N AV 4 or the FPl 0 pages). Some approach waypoi nts do n ot appear on the approach plates (i n c l u d i ng i n some i n stances the FAF). Waypoint suffixes in the flight plan: i -- IAF f -- FAF m -- MAP h -- missed approach holding fix. -The DME arc IAF (arc intercept waypoint) will be on your present position radial off the arc VOR when you load the IAF into the flight plan, or the beginning of the arc if currently on a radial beyond the arc limit. To adjust the arc intercept to be compatible with a current radar vector, bring up the arc IAF waypoint in the NAV 4 page scanning field or under the cursor on the FPl 0 page, press C l R , then E NT. Fly the arc in LEG. Adjust the heading bug (if autopilot coupled) and COl course with reference to the desired track value on the NAV 4 page (it will flash to remind you) . Left/right COl needle information is relative to the arc. Displayed distance is not along the arc but direct to the active waypoint. (The DME arc radial is also displayed in the lower right corner of the NAV 4 page.) Dec 30/00 8 1 9- 1 9 1 SECTION 9 - SUPPLEMENTS SUPPLEMENT 1 9 - FAA APPROVED It III The DME arc IAF identifier may be unfamiliar. Example: D098G where 098 stands for the 0980 radial off the referenced VOR, and G is the seventh letter in the alphabet indicating a 7 DME arc. APRARM to APR ACTV is automatic provided that: a. b. c. d. e. f. g. It CESSNA MODEL 1 72S You are in APRARM (normally automatic). You are in LEG mode. The FAF is the active waypoint. Within 2 nm of the FAF. Outside of the FAF. Inbound to the FAF. RAI M is available. Direct-To operation between the FAF and MAP cancels APR Fly the missed approach in APRARM. ACTV. III Flagged ' navigation inside the FAF may automatically bring up the message page stating: PRESS P ROC BUTTON NOW FOR NAVIGATION Pressing the P ROC button will usually restore navigation (not guaranteed) by changing from APR ACTV to APR A R M . Fly the missed approach. It The instrument approach using the KLN 94 may be essentially automatic starting 30 nm out (with a manual baro setting update) or it may require judicious selection of the aBS and LEG modes. S E CTI ON 5 P E R FO R M ANCE There is no change to the airplane performance when this avionics equipment is installed. However, installation of an externally­ mounted antenna or related external antennas, will result in a minor reduction in cruise performance. 1 8 1 9-20 Dec 30/00 ATextron P i l ot's O pe rati n g Handbook a n d FAA Approved A i rplane F l i ght Manual C ES S N A M L 1 72 S A I R P LA N E S 1 72S8704 A N D O N S U P P LE M E NT 2 0 B E N D IX/KI NG KMA 28 A U D IO S E LECTOR PAN E L SERIAL NO.________ REGISTRATION NO.,__ _ _ _ __ This supplement must be inserted into Section 9 Handbook and FAA Approved Airplane Flight Manual. of the Pilot's Operating FAA APPROVAL Date: Janua ry 9, 2001 Member of GAMA COPYRIGHT © 2000 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S20-00 30 Dece m be r 2000 820-1 SECTION 9 - SUPPLEM E NTS SUPPLEM ENT 20 - FAA APPROVED SU C ESSNA MODEL 1 72S L E M E NT 20 B E N D IX/KI N G K M A 2 8 A U D I O S E L ECTO R PAN E L The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Revision level D ate of Issue o (Original) Dec. 30, 2000 lOG OF EFFECTIVITY PAGES DATE PAG E Title (S20- 1 ) S20-2 S20-3 S20-4 S20-5 S20-6 PAG E Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 S20-7 S20-8 S20-9 S20- 1 0 S20- 1 1 S20- 1 2 DATE Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 C O N FI G U R ATION L I ST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement . This list contains only those Service Bulletins that are currently active. N u m ber 820-2 Title Airplane U n it Effectivity Revision I ncorporati o n I ncorporated In Airplane Dec 30/00 C ESSNA MODEL 1 72S SECTION 9 - S UPPLEME NTS SUPPLEM ENT 20 - FAA APPROVED LEM NT B E N D I X/KIN G K M A 2 8 A U DI O S E L E CTOR PAN E L S E CTION 1 G E N E RA L The Bendix/Kin g KMA 2 8 Audio Selector Panel i s a combination audio selector panel, cabin intercom , audio amplifier and marker beacon receiver. The audio amplifier powers the cockpit overhead speaker when selected. Receiver audio is selected using ten back-lit pushb utton switches. Selected receivers can be identified by the illuminated green L E D on the appropriate switch pushbutton. The rotary m icrophone selector switch automatically supplies the audio for the transceiver selected; The Com 1 and Com 2 switches permit the user to monitor o r "guard" the audio from the other transceiver. All operatin g controls are shown and described in Figure 1 . An unam plified and unswitched stereo audio input is provided for an entertainment audio source (Walkman or similar Portable E lectronic Device (PED)). The E ntertainment audio input is located on the lower h alf of the cockpit center pedestal; the 3.5 mm stereo jack is labeled "AUX AUDIO I N " . The KMA 28 includes the Soft M ute feature that lowers the audio level of the entertainment signal whenever radio or intercom audio is present. Refer to 14 CFR Part 9 1 .2 1 and Advisory Circular No. 9 1 . 2 1 - 1 0 " Use of Portable E lectronic Devices Aboard Aircraft" for further information and requirements regarding the use of portable electronic devices in aircraft. The cabi n intercom uses the I ntellivoxTM automatic squelch circuit to minimize non-voice signals. The intercom audio level is set using the front-mounted intercom volume control; audio levels for the receivers and entertainment are controlled at the source. Dec 30/00 820-3 SECTION 9 - SUPPLEMENTS SU PPLEM ENT 20 - FAA APPROVED C ESSNA MODEL 1 72S N OTE In this stereo installation, all headset locations are wired in parallel. If a monaural headset is plugged in at any location, one intercom channel will be shorted. Although no damage to the intercom will result, all stereo headset users wil l lose one audio channel. The monaural headset will perform normally. A crystal-controlled superheterodyne marker beacon receiver with 3-light presentation is incorporated within the unit. Dimming circuitry for the marker beacon lamps automatically adjusts brightness appropriate to the cockpit ambient light level. HI and LO sensitivity and lamp test/receiver audio m ute (T/M) functions are also provided. Light dimming for the audio control panel is manually controlled by the RADIO light rheostat knob. M A R K E R FACI LITI ES MARKER I D E NTIFYI N G TONE L1G HT* Inner, AilWay & Fan Continuous 6 dots/sec (3000 Hz) White M iddle Alternate dots and dashes ( 1 300 Hz) Amber Outer 2 dashes/sec (400 Hz) Blue "'When the identifying tone is keyed, the respective indicating light will blink accordingly. S20-4 Dec 30/00 CESSNA MODEL 1 72S SECTION 9 SUPPLEM ENTS SUPPLE M E NT 20 - FAA APPROVED - 3 2 11 10 9 8 4 7 6 5 1 . MARKER BEACON ANNUNCIATOR LIG HTS -- The three-light marker beacon receiver built into the KMA 28 gives a visual and aural signal when the ship's antenna passes over a 75 MHz beacon. The blue, amber, and white lights on the faceplate, as wel l as the audio tones, identify the beacon type. OUTER [0] -- Light illuminates blue to indicate passage of outer marker beacon. MIDDLE [M] -- Light illuminates amber to indicate passage of middle marker beacon. I NNER, AIRWAY and FAN [I] -- Light illuminates white to indicate passage of ILS inner, aiivVay or fan marker beacons. 2. MARKER BEACON SENSITIVITY & TEST/MUTE SELECT SWITCH The three-position switch is used to set the receiver sensitivity and to test the annunciator lamps. When this switch is on "HI" (upper) position, the high sensitivity is selected which permits you to hear the outer marker tone about a mile out. At this point you may select the "LO" (middle) position to give you a more accurate location of the Marker. When used only for approach markers, many pilots choose to leave the switch in the LO sensitivity position. The "T/M" (bottom) position is a momentary switch that will illuminate all three lamps simultaneously to assure they are in working order. This switch also has a Marker Beacon "mute" function. Pushing the switch to the T/M position while receiving a marker beacon signal will cause the audio to be temporarily silenced. No action is required to restore the audio in time for the next beacon. -­ Figure 1 . Bendix/King KMA 28 Audio Selector Panel (Sheet 1 of 5) Dec 30100 S20-5 SECTION 9 - S U PPLEME NTS SUPPLEMENT 20 - FAA APPROVED C ESSNA MODEL 1 72S 3. RECEIVE AUDIO S ELECT BUTTONS -- Push button audio selection is available for two Communications receivers (IICOM 1 11, IICOM 211), two Navigation receivers (IINAV 1 11 and IINAV 211), the internal Marker Beacon receiver (IIMKW), one DME, one ADF, one additional auxiliary receiver (IIAUXII) and a speaker amplifier (IISPRII). The IIAUXII position could be used, for example, for a second DME or ADF. When a receiver's audio is selected, the green annunciator illuminates at the side of the button. Push the button again to deselect the receiver's audio. These buttons are IIlatchedll type switches. When one of these buttons is pressed, it will stay in the lIinll position u ntil the button is pressed again and it will be put in the 1I0utll position and removes that receiver from the audio. To provide additional feedback for button operation, activate the key IIclickll by pushing and holding both COM 1 and COM 2 receiver buttons for five seconds, and release. Repeat to defeat the click. 4. MICROPHONE SELECTOR SWITCH (MIC) -- Used to select the desired transmitter for the cockpit microphones. The IICOM 1 11, IICOM 211, and IICOM 311 positions are for transmitting on the Com 1 , Com 2, and Com 3 communications transceivers, respectively. When the mic selector switch is in the COM 1 position, both pilot and copilot will be connected to the COM 1 transceiver. Only the person who presses their Push-to-Talk (PTT) switch, will be heard over the aircraft radio. Turning the rotary switch to the COM 2 position will place pilot and copilot on COM 2. The KMA 28 gives priority to the pilot's PTT. If the copilot is transmitting, and the pilot presses his PTT, the pilot's microphone will be heard over the selected COM transmitter. Turning the mic selector counterclockwise to COM 3 places both the pilot and copilot on COM 3. Com 3 receiver audio is automatically placed in the headset (and speaker if selected). COM 1 and/or COM 2 receiver audio can be selected to monitor those transceivers. Audio from the selected transceiver is automatically heard in the headsets. This function can be checked by switching from COM 1 to COM 2 and watching the selected audio light on the selector change from COM 1 to COM 2. This ensures the pilot wil l always hear the audio from the transceiver he is transmitting on. When transmitting, the COM 1 or COM 2 LED audio selector will blink as a further indication of the selected transmitter. When switching the mic selector switch from COM 1 to COM 2, if the COM 1 audio has been selected, COM 1 audio will continue to be heard. When switching from COM 1 to COM 2 if COM 1 has NOT been selected, COM 1 audio will be switched off. Figure 1 . Bendix/King KMA 28 Audio Selector Panel (Sheet 2 of 5) S20-6 Dec 30/00 CESSNA MODEL 1 72S S ECTION 9 - SU PPLEM ENTS SUPPLE M E NT 20 - FAA APPROVED TELEPHONE MODE (TEL) - The telephone mode is not available on this installation. SPLIT MODE (COM 1 /2 OR COM 211 ) -- Moving the mic selector switch to COM 1 12 places the KMA 28 into "split mode". This places the pilot on Com 1 and the copilot on Com 2. Switching to COM 2/1 wil l reverse the "split mode" radio selection. For more information regarding split mode operations, consult the Bendix/King Silver Crown Plus Avionics Systems Pilot's Guide, PIN 006- 1 8 1 1 0-0000. 5. SWAP INDICATOR -- The swap function is not available on this installation. 6. TRANSMIT I NDICATOR -- This indicator illuminates when either Push­ to-Tal k (PTT) switch is pressed. 7. SPEAKER SWITCH (SPR) -- This switch will place all selected audio on the cockpit speaker when selected. 8. CREW ICS/MUSIC 1 MUTE BUTTON (ICS) -- The front panel ICS button controls muting of the entertainment source. Pushing this button places the ICS in Karaoke (or sing along) mode, which inhibits the soft mute feature. The soft mute feature assures that the aircraft radio transmissions will not be missed due to entertainment playing. When there is radio reception or intercom conversation, the music level is dropped to background level. When the radio or intercom traffic ceases, the level gradually returns to normal. Karaoke allows the music to continue u ninterrupted by intercom or radio traffic when cockpit workload is appropriate. Pushing the button again will release the mute inhibit function. in spiit mode, the pUot and copilot are isolated from each other on the intercom, simultaneously using their respective radios. Depressing the ICS button in split mode will activate VOX intercom between the pilot and copilot positions. This permits intercommunication when desired between the crew. Pressing the ICS button again disables the crew intercom function. 9. PHOTOCELL FOR AUTOMATIC D I MMING O F MARKER BEACON LIG HTS AND SELECT BUTTON -- The photocel l in the faceplate automatically dims the marker lights as wel l as the green annunciators in the Speaker Audio Select Buttons for night operation. Figure 1 . Bendix/King KMA 28 Audio Selector Panel (Sheet 3 of 5) Dec 30/00 820 - 7 C ESSNA MODEL 1 72S SECTION 9 S U PPLEME NTS SUPPLE MENT 20 - FAA APPROVED - 1 0. INTERCOM MODE SELECT (ISO-ALL-CREW) -- A three-position mode switch that allows the pilot to tailor the intercom function to best meet the current cockpit situation. The pilot is isolated from the intercom and is ISO -- (Up Position ) connected only to the aircraft radio system. The pilot will hear the aircraft radio reception (and sidetone during radio transmissions). The copilot will hear passenger's intercom and Entertainment, while passengers will hear copilot intercom and Entertainment. Neither will hear aircraft radio receptions or pilot transmissions. ALL -- (Middle Position) All parties will hear the aircraft radio and intercom. Crew will hear Entertainment, passengers will hear Entertainment. During any radio or intercom communications, the music volume automatically decreases. The music volume increases gradually back to the original level after communications have been completed. CREW -- (Down Position) Pilot and copilot are connected on one intercom channel and have exclusive access to the aircraft radios. They may also listen to Entertainment. Passengers can contin ue to communicate among themselves without interrupting the crew and also may listen to Entertainment. Anytime the KMA 28 is in either the COM 1 /2 or COM 2/1 split modes, the pilot and copilot intercom is controlled with the ICS button . The passengers will maintain intercommunications, but never hear aircraft radios. MODE Isolate I PilOT HEARS COPILOT HEARS AlC Radios Pilot Copilot and pas- Sidetone (during senger intercom radio transmission) Entertainment is Muted Entertainment PASSENGER HEARS Passenger and Copilot intercom Entertainment COMMENTS This mode allows the pilot to communicate without the others bothered by the conversations. Copilot and passengers can continue to communicate and listen to music. All Pilot Copilot Passengers This mode allows all to hear Copilot Pilot Pilot radio reception as well as NC Radio AlC Radio Copilot communicate on the inter- Passengers Entertainment Passengers Entertainment AlC Radio com. Music and intercom is Entertainment muted during intercom and radio communications. Crew Pilot Copilot Passengers This mode allows the pilot Copilot AlC Radio Pilot AlC Radio Entertainment and copilot to concentrate on flying while the passen- Entertainment Entertainment gers can communicate amongst themselves. Figure 1 . Bendix/King KMA 28 Audio Selector Panel (Sheet 4 of 5) C ESSNA MODEL 1 72S SECTION 9 S U PPLEM ENTS SUPPLEME NT 20 - FAA APPROVED - 1 1 . VOLUM E CONTROUPOWER SWITCH/EMERGENCY OPERATION KNOB -- The KMA 28 unit is turned on and off by pushin I;J the volume knob. In the OFF or EMG (Emergency) position, the pilot IS connected directly to Com 1 . This allows communication capability regardless of unit condition. Any time power is removed or turned off, the audio selector will be placed in the emergency mode. The power switch also controls the audio selector panel functions, intercom, and marker beacon receiver. Unless the mic selector is in Com 3 mode, at least one of the selected audio LED's will be on (Com 1 or Com 2) . Turn the outer area of the knob to adjust the loudness of the intercom for the pilot and copilot only. It has no effect on selected radio levels, music input levels or passenger's volume level. Adjust the radios and intercom volume for a comfortable listening level for the pilot. Passenger volume can be adjusted at the headset. All passenger headsets are connected i n parallel. Therefore, if a monaural headset is plugged into a stereo KMA 28 installation, one channel will be shorted. Although no damage to the unit will occur, all passengers will lose one channel. N OTE During KMA 28 operation in the OFF or EMG position, the audio is disabled preventing installed system alerts (autopilot disconnect tone) from being heard. The marker beacon receiver audio and ann unciator lights will be inoperative. Figure 1 . Bendix/King KMA 28 Audio Selector Panel (Sheet 5 of 5) Dec 30/00 S20-9 C ESSNA MODEL 1 72S SECTION 9 SUPPLEMENTS SU PPLEMENT 20 - FAA APPROVED - S E CTION 2 L I M ITATIONS 1 . PUSH O FF/EMG operations. operation is prohibited during normal 2. Use of the Entertainment audio input (and PED) is prohibited during takeoff and landing. 3. Use of the Entertainment audio input (and PED) is prohibited under I FR unless the operator of the aircraft has determined that the use of the 1 2 VDC power supply and the' connected portable electronic device(s) will not cause interference with the navigation or communication system of the airplane. N OTE During KMA 28 operation in the OFF or EMG position, the audio is disabled preventing installed system alerts (autopilot disconnect tone) from being heard. The marker beacon receiver audio and annunciator lights will be inoperative. S ECTIO N 3 E M E R G E N CY P R O C E D U R ES In the event of a failure of the KMA 28, as evidenced by the inability to transmit in COM 1 , 2 or 3. 1 . Volume Control/Power Switch/Emergency Operation Knob Push OFF. N OTE This action bypasses the KMA 28 and connects the pilot1s m ic/headset directly to COM 1 . 820- 1 0 - ­ CESSNA MODEL 1 72S SECTION 9 - SUPPLEM ENTS SUPPLEMENT 20 - FAA APPROVED S E CTION 4 N O R MA L P R O C E D U R ES AUDIO CONTROL SYSTEM OPERATION : 1 . MIC Selector Switch .- Turn to desired transmitter. 2. SPEAKER and Audio Select Button(s) -. SELECT desired receiver(s) . N OTES Rotation of the M I C selector switch selects the Com audio automatically. MARKER BEACON RECEIVER OPERATION: 1 . TEST Position -- HOLD toggle down momentarily to verify all l ights are operational. 2. SENS Selections -- Select HI sensitivity for airway flying or LO for I LS/LOC approaches. The Entertainment audio input C'AUX AUDIO I N ") is unswitched, so there is no means of deselecting the entertainment source except by unplugging the Audio input connector. In the event of failure of the "Soft M ute" function or during periods of high pilot workload and/or heavy radio traffic, it may be wise to disable the Entertainment audio to eliminate a source of distraction for the fli ght crew. N OTE Use caution with audio cables in the cabin to avoid entangling occupants or cabin furnishings and to prevent damage to cables. Dec 30/00 S20- 1 1 SECTION 9 S U PPLEME NTS SUPPLEME NT 20 - FAA APPROVED - C ESSNA MODEL 1 72S N OTE Disconnect the audio cable from the Entertainment audio input jack whenever the PED is not in use. N OTE Passenger briefing should specify that Entertainment audio input (and PED) use is perm itted only during the enroute phase of flight. S E CTION 5 P E R FO R MAN C E There is no change t o the airplane performance when this avion ic equipment is installed. However, the installation of an externally mounted antenna or related external antennas , will result in a minor reduction in cruise performance. S20- 1 2 Dec 30/00 J A Textron Company P i l ot's O pe rat i n g Hand book a n d FAA Approved A i rplane F l i g h t M a n ual C E S S N A M O D E L 1 72 S A I R PLAN E S 1 72 S8704 A N D O N S U PP L E M E NT 2 1 B E N D IX/KI NG K M D 550 M U LTI-F U N CTION DISPLAY SERIAL NO ••________ REGISTRATION NO.,_______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the KMD 550 Multi­ Function Display is installed. FAA APPROVAL Date: January 9, 2001 f) COPYRIGHT © 2000 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S21-00 Member of GAMA 3 0 Decem be r 2000 821 -1 SECTION 9 - SUPPLEMENTS SUPPLEMENT 21 - FAA APPROVED C ESSNA MODEL 1 72S S U P P L E M E NT 2 1 B E N D IX/KI N G K M D 550 M U lT I.. FU N CTION DISP LAY The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Revision Level Date of Issue o (Original) Dec. 30, 2000 LOG OF E FFECTIVITY PAGE S PAGE DATE Title (S2 1 - 1 ) S21 -2 S21 -3 S21 -4 S21 -5 PAG E Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 S2 1 -6 S2 1 -7 S21 -8 S2 1 -9 S2 1 - 1 0 blank DATE Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 S E RV I C E B U LLETIN C O N FI G U R ATION L I ST The followirig is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active. N u m ber 82 1 -2 Title Airplane U n it Effectivity Revision I ncorporati o n I n corporated In Airpla n e Dec 30/00 C ESSNA MODEL 1 72S SECTION 9 - SUPPLEM ENTS SU PPLEM ENT 21 - FAA APPROVED S U P P LE M E NT B EN D IX/KI N G KM D 550 M U l TI ... F U N CTIO N D IS P LAY S ECTI O N 1 G E N E RA L A, WAR N I NG N EV E R R E M OVE THE DATABASE CARD WHILE TH E U N IT IS SWITC H E D O N AN D . N EVER ATI E M PT TO SWITCH TH E U NIT O N WH EN TH E R E IS NO DATABASE CARD I NSTALLED. The KMD 550 is a multi-function display that combines an internal aeronautical and cartographic database with external GPS data to display current aircraft position on a 5-inch diagonal screen . I n addition t o position, the K M D 550 can display weather avoidance information when optional sensor equipment is i nstalled. The KM D 550 is powered from the AVIONICS MASTER BUS 1 switch and is current-protected by the GPS circuit breaker. The KM D 550 is operated via a joystick, a series of five Power Keys that are located along the right side of the u n it, a seiies of Function Select Keys located along the bottom , and an inner and o uter Control Knob. The joystick allows movem ent of the pointer in MAP mode and is used to select and change setup fields. The appropriate key labels for a particular page are configured in software and displayed alongside the appropriate key. The rotary brightness control is used for adjusting the brightness of the screen . Operational guidance for t h e K M D 550 M u lti-function Display is p rovided with the Bendix/King KMD 550 Pilot's Guide (supplied with the airplane). This Pilot's Guide provides a detailed explanation of each of the display screen pages, with a step-by-step tutorial on each of them . Dec 30/00 SECTION 9 SUPPLEMENTS SUPPLE M E NT 21 - FAA APPROVE D - C ESSNA MODEL 1 72S N OTE The KMD 550 is designed to be used as a supplemental navigation system . You should always carefully compare indications from you r KMO 550 unit with the information available from all other navigation sources including N OBis, VORis, OMEls, visual sightings, charts, etc. For safety, any discrepancies observed should be resolved immediately. A CAUTION THIS E Q U I P MENT IS N OT A R E PLAC E M E NT FOR YOU R CHART. IT I S I NTEN D E D AS AN AID TO NAVIGATIO N O N LY. A WAR N I NG N EV E R U S E THE WEATH E R DISPLAYE D ON THIS E Q U I P MENT AS YOU R SOLE REFERENCE FOR WEATH E R AVO I DANCE. CHAN G I N G TH E DATABASE CARD To change the data card follow these simple steps: ' 1 . Turn off the KMO 550. 2. G rasp the data card and pull it straight out of itls socket. 3. With the card facing upward, as indicated on its label, insert the new data card being careful to align the card with the socket then press the new card firmly into place. 4. Turn the unit on and check for correct operation. If the new data card contains a newer version of operating software the unit will update the operating system to this newer version. Status bars will be displayed during the update process. I CESSNA MODEL 1 72S SECTIO N 9 - S U PPLEM ENTS S U PPLE M E NT 21 - FAA APPROVE D 10 12 13 2 3 --r;-I---1t---- 9 4 --H-I--Iu:J 5 7 1 .BRIG HTNESS CONTROL -- Clockwise rotation will increase the brightness of the d isplay. Counter-clockwise rotation decreases the display brightness. 2. DATABASE CAR D -- The database card contains the aeronautical and topographical database for the KMD 550. Updated database cards are available by subscription every 28 days. The K M D 550 is not an I FR primary-means-of­ navigation system. Therefore, its use as an advisory navigation system does not mandate that the database be current. However, it is strongly recommended from a safety viewpoint that you continue to keep you r database current. 3. DISPLAY -- The KMD 550 utilizes a 5" diagonal, color active matrix liquid crystal display. 4. AVAILABLE FUN CTIONS LEGEND -- These icons indicate what functions are available and their current status. The icons shown depend on what optional sensor equipment is installed and how it is configured. Figure 1 . Bendix/King KM D 550 Multi-Function Display (Sheet 1 of 3) Dec 30/00 �? 1 -F\ SECTION 9 SUPPLEMENTS SUPPLEMENT 21 - FAA APPROVED - C ESSNA MODEL 1 72S 5. ON/OFF CONTROL -- Rotating clockwise to the nONn position provides power to the KMD 550. Rotating counter-clockwise to the nOFFn position removes power from the u nit. 6. FUNCTION SELECT I NDICATORS -- When a function key is pressed, the Function Select Indicator above it will illuminate to show that this function is presently being displayed. 7. FUNCTION SELECT KEYS -- These keys are used to select available data sources (as indicated on the key) for display. Pressing the same key multiple times will sequence through the available pages associated with that function. 8. CONTROL KNOB -- The inner and outer Control Knobs, located in the lower right of the unit are not functional in this installation. 9. POWER LABELS -- When the Power Label is illuminated on the right side of the key, that key's function is dedicated to the function described by the label and that function is active. The following is a l ist of the dedicated functions: MODE -- Pressing this key will sequence through all available modes associated with the displayed page. RNG.6. -- Pressing this key will increase the range scale one level on the displayed page. Range scales on other pages will not be affected. RNG v -- Pressing this key will decrease the range scale one level on the displayed page. Range scales on other pages will not be affected. VIEW -- Pressing this key will sequence through the available views associated with the displayed page. Figure 1 . Bendix/King KMD 550 Multi-Function Display (Sheet 2 of 3) I CESSNA MODEL 1 72S OVLY -- SECTION 9 - S UPPLEM ENTS SUPPLEMENT 21 - FAA APPROVED Pressing the Overlay Key allows data from more than once source to be displayed simultaneously on the screen. Soft labels will indicate which data sources are available for overlay. 1 0. SOFT LAB ELS -- Soft Labels are located to the left of the Power Keys in the display area. The description indicated in the label describes the keyls p resent function related to the displayed page. Whenever a new function is selected, by pressing a key with a Soft Label, a new display is shown along with its new key labels. 1 1 . JOYSTICK -- This a pointing device that moves a mouse-like pointer around the display. It is primarily used for pointing at items on the map for further information and for m easuring range and bearing to specific points. The joystick is also used to modify configuration settings on the AUX setup pages. 1 2. POWER KEYS -- These five keys are used to manipulate the page being displayed. Their present functionality can be indicated by the use of Soft Labels on the left side of the key or Power Labels on the right side of the key. 1 3. FAULT I N DICATOR -- The Fault Indicator is located between the Range buttons. If this small " F" is illuminated, a system hardware problem exists. This could be caused by the unit failing a self-test or an improper installation configuration . I f the Fault I ndicator appears, cycle t h e unit power. If the fault reoccurs, the unit n eeds to be taken to an authorized service center to correct the configuration or repair the unit. N OTE If the fau lt indicator is lit, refer to KMD 550 Pilotls G uide for service instructions. Figure 1 . Bendix/King KMD 550 M ulti-Function Display (Sheet 3 of 3) Dec 30/00 S2 1 -7 SECTION 9 - S UPPLEMENTS SU PPLEMENT 21 - FAA APPROVED C ESSNA MODEL 1 72S STARTUP DISPLAY This display will be seen after power-up. The Stormscope logo will be present if a Stormscope is installed and enabled. The self­ test results are also displayed. Pressing the OK soft key will show the next display. The expiration date of the Jeppesen database must be acknowledged by again pressing the OK soft key. pop-UP H ELP DISPLAYS Pop-up status displays are shown if a Function Key or available Power Key is pressed and held for longer than two secdnds. These can help provide a reference for monitoring the status of selected functions and overlays. GPS DATA SOURCES The KMD 550 accepts G PS data from the KLN 94. The active flight plan and waypoints are imported directly from the KLN 94. DISPLAY ICONS When showing any map screen - airports, navaids, towns, intersections, user waypoints and many other data classes are represented by symbols or icons, some of which are user selectable in the Map Setup Screens. Please refer to Map Setup in the G etting Started section of the KMD 550 Piiot's G uide for further details. SECTION 2 LIMITATIONS The KMD 550 M ulti-Function Display Pilot's Guide m ust be readi ly available to the flight crew when operating the KMD 550. S2 1 -R Dec 30/00 I CESSNA MODEL 1 72S SECTION 9 - SUPPLEMENTS SUPPLEMENT 21 - FAA APPROVE D S ECTIO N 3 E M E R G E N CY P RO CE D U R ES There is no change to the airplane emergency procedures when the KMD 550 MUlti-Function Display is installed. S E CT I O N 4 N O R MA L P R O C E D U R ES There is no change to the airplane normal procedures when the KM D 550 M ulti-Function Display is installed. S E CT I O N 5 P E R FO R MA N C E There i s no change to the airplane performance when the KMD 550 M u lti-Function Display is installed. Dec 30/00 A Textron Company Pilot's Operati n g Handbook and FAA Approved A i rplane Fli ght Manual C E S S N A M O D E L 1 725 A I R PLA N E S 1 72S8704 A N D O N S U P P L E M ENT 2 2 1 2 VOLT CAB I N POWER SYSTEM SERIAL NO •._________ REGISTRATION NO.,_______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the 12 Volt Cabin Power System is installed. FAA A P PROVAL Date: January 9, 2001 t} COPYRIGHT © 2000 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS-S22·00 Member of GAMA 3 0 Dece m be r 2000 822- 1 CESSNA MODEL 1 72S SECTION 9 SUPPLEM ENTS SU PPLE M E NT 22 - FAA APPROVED - S U P P LE M E NT 22 1 2 V O LT C A B I N POW E R SYST E M T h e following Log of Effective Pages provides t h e date o f issue for original and revised pages, as wel l as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision Revision level Date of Issue o (Original) Dec. 30/00 lOG O F EFFECTIVITY PAGES PAG E DATE PAG E DATE Title (S22- 1 ) S22-2 S22-3 S22-4 Dec Dec Dec Dec S22-5 S22-6 S22-7 S22-8 blank Dec 30/00 Dec 30/00 Dec 30/00 Dec 30/00 30/00 30/00 30/00 30/00 S E R VI C E B U L LETI N C O N FI G U R ATION LIST The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This l ist contains only those Service Bulletins that are currently active . N u m ber Title Airplane U n it Effectivity Revision I n corporation I n corporated In Airplane I C ESSNA MODEL 1 72S SECTION 9 - SUPPLEM ENTS SUPPLE M E NT 22 - FAA APPROVED S U P P LE M E NT 1 2 V O LT CAB I N POWE R SYST E M S E CTI O N 1 GENERAL The 1 2 Volt Cabin Power System provides passenger access to a fixed direct current (DC) voltage for powering portable electronic devices (PED). The remote power outlet (RPO) , labeled "CABIN PWR 1 2V", is located on the lower portion of the cockpit center pedestal (See Figure 1 ) . The RPO conforms to ARINC 628 Part 2 requi rements for commercial airline in-seat power connectors, except that the Cabin Power System supplies automotive-type 1 2 VDC, in lieu of the 1 5 VDC provided by the airlines. CABI N POWER 1 2V Figure Dec 30/00 1. 1 2 Volt Cabin Power System Connector 822-3 SECTION 9 - S U PPLEMENTS SUPPLEME NT 22 - FAA APPROVED C ESSNA MODEL 1 72S R ELEASE BUTTON Figu re 2. Mating Plug The mating plug is a plastic 9-pin circular connector with a q uick disconnect push button release (Hypertronics D02PBMRTH-0025 or equivalent) (See Figure 2). Adapter cable assemblies are available that feature the ARINC 628 plug with a standard automotive cigarette lighter socket (Radio Shack, Cat. No. 270-1 580 or similar) . Most laptop computer manufacturers and a number of accessory manufacturers (Absolute Battery, Mobility E lectronics, USI, Extended Microdevices, etc.) can provide suitable power cables for these devices. A light-colored mating plug is preferred for visibility. Plug Contact Assignments 2 3 4 Not used Not used Not used Not used Not used Output Enable Output Enable RTN Output Power (+) Output Power RTN Figure 822 -4 3. � ---r-To P ED or DC Voltage Adapter H Mating Plug Wiring CESSNA MODEL 1 72S SECTIO N 9 - SUPPLEM ENTS SU PPLE M ENT 22 - FAA APPROVED Power is supplied to the 1 2-volt Cabi n Power System from a DC to DC power converter located in the tailcone of the aircraft. The power converter receives 28 VDC power from the "CABI N LTS/PWR" circuit breaker located o n the e lectrical switch/circuit b reaker panel . By using two small signal pins located in the Cabin Power System connector, the power converter will not supply power to the Cabin Power connector when there is nothi n g plugged i n . Refer t o 1 4 C F R 9 1 .21 and Advisory Circular No. 9 1 .2 1 - 1 0 " Use of Portable Electronic Devices Aboard Aircraft" for further information and req u i rements regarding the use of portable electronic devices in aircraft. S E CTION 2 L I M ITATIO N S T h e following limitations m ust b e adhered to: 1 . The 1 2 Volt Cabin Power System is not certified for supplying power to flight-critical communications or navigation devices. 2. Use of the 1 2 Volt Cabin Power System is prohibited during takeoff and landing. 3. Use of the 12 Volt Cabin Power System is prohibited u nder I FR unless the operator of the aircraft has determ ined that the use of the 1 2 VDC power supply and the connected portable electronic device(s) wil l not cause interference with the navigation or communication systems of the airp lane. S ECTI O N 3 E M E R G E N CY P R O C E D U R ES There is no change to the airplane emergency procedures when the 1 2 Volt Cabin Power System is i nstalled. The system is disabled by unplugging the power or adapter cable from the 1 2 Volt Cabin Power System connector. In the event of an alternator failure, load shedding of nonessential auxiliary equipment m ay be accomplished by simply unplugging equipment from the connector. Dec 30/00 SECTION 9 SUPPLEM E NTS SU PPLEME NT 22 - FAA A PPROV E D - C ESSNA MODEL 1 72S S E CT I O N 4 N O RM A L P R OC E D U R ES The pilot m ust be familiar with the location of the 1 2 Volt Cabin Power System connector and with the operation of locking and release features common to the connector and power/adapter cables. A CAUTION USE CAUTI O N WITH POWER/ADAPTER CAB L E S IN THE CABI N TO AVO I D E NTANGLING OCCUP ANTS O R CAB I N F U R N I S H I NGS A N D TO P R EVENT DAMAG E TO CAB LES SUPPL�NG LIVE E L ECTRIC C U R R ENT. 1 . 1 2 volt power shall be limited to a maximum of 1 0 amps. If a load in excess of this limit is applied to the Cabin Power System connector the IICABI N LTS/PWRII circuit breaker may open or the protection circuitry in the DC to DC power converter may limit the excess power by lowering the supplied voltage below 1 2 volts. 2. The 1 2 volt Cabin Power System may not be used to charge lithium batteries. A CAUTION CHARGI N G O F LITH I U M BATTERIES MAY CAU S E THE LITH I U M BATTER I ES TO EXPLODE. N OTE Take care to observe the man ufacturer's power requirements prior to plugging any device into the 1 2 volt Cabin Power System connector. 822-6 CESSNA MODEL 1 72S SECTION 9 SUPPLEM ENTS SUPPLE M E NT 22 - FAA A PPROVED - N OTE D u ring passenger briefing, it m ust be explained that use of the PED (portable e lectronic device) is not permitted during takeoffs and landings. N OTE Disconnect the power/adapter cable from the Cabin Power System connector whenever the PED (portable electronic device) is not in use. S E CTION 5 P E R FO R MA N C E There is no change t o t h e airplane performance when this equi pment is i nstalled. Dec 30/00 ~ Cessna A Textron Company Pilot's Operating Handbook and FAA Approved Ai rplane Flight Manual CESSNA MODEL 1725 AI R P LANES 1 72S9063 A N D ON S U PPLEMENT 24 ASTROTECH MODEL TC-2 C LOCKIOATNOLT INDICATOR SERIAL NO.,________ REGISTRATION NO._______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the Astrotech Clock/OATNolt Indicator is installed. FAA APPROVAL Date: 31 January 2002 o COPYRIGHT © 2002 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 1 72SPHUS-S24-00 Member of GAMA 3 1 Jan uary 2002 824- 1 S ECTION 9 - S UPPLEM ENTS S U PPLEMENT 24 - FAA APPROVED C ESSNA MODEL 1 72S S U P P L E M E NT 24 ASTROTECH MODEL TC-2 C lOCK/OATNO lT I N DI CATOR The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages i n the Supplement. Pages which are affected b y the current revision wil l carry the date of that revision. Revision Level Date of Issue o (Original) Jan. 3 1 , 2002 LOG OF EFFECTIVITY PAGES PAGE DATE PAGE Title (S24-1 ) S24-2 S24-3 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 S24-4 S24-5 S24-6 DATE Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 S E RVIC E B UllETI N CON FIG U RATION liST The following is a list of Service Bulletins that are appl icable to the operation of the airplane, and have been i ncorporated into this supplement. This l ist contains only thOSe Service Bulletins that are currently active. Number S24-2 Title Airplane Serial Effectivity Revision Incorporation Incorporated In Airplane Jan 3 1 /02 C ESSNA MODEL 1 728 S ECTION 9 S UPPLEMENTS S UPPLEMENT 24 - FAA APPROVED - S U P P L E M ENT DIGITA L C LOCKIOATNOLT I N D I CATOR SECTION 1 GEN E RA L The Astrotech Model TC-2 digital clock combines the features of a clock, outside air temperature gauge (OAT) and voltmeter in a single unit. The unit is designed for ease of operation with a four button control system. The upper button is used to control sequencing between temperature and voltage. The lower three buttons control reading and timing functions related to the digital clock. Temperature and voltage functions are displayed in the upper portion of the unit 's LCD window, and clock/timing functions are displayed in the lower portion of the unit's LCD window. The digital display features an internal light (back light) to ensure good visibility under low cabin lighting conditions and at n ight. The intensity of the back light is controlled by the PAN EL LT rheostat. Jan 3 1 /02 S24-3 S ECTION 9 - S UPPLEM E NTS S U PPLEM ENT 24 - FAA APPROVED C ESSNA MODEL 1 72S UPPER LCD WINDOW LOWER LCD WINDOW 0714R1028 Figure 1 . Astrotech Model TC-2 Clock/OATNolt Indicator 1 . OATNOLT BUTTON - Volts are displayed at power up. When the button is pressed, the display switches to outside air temperature in OF. Pressing the button again selects outside air temperature in °C. Pressing the button a third time selects voltage. 2. ST/S P (ADV) BUTTON - When the ST/S P (Start/Stop) button is pressed in the Clock Mode, the date is displayed for 1 .5 seconds and then the display returns to the clock. During the set function the button is used to advance the count of the digit currently being set. When in the Timer Mode, the button alternately starts and stops the elapsed counter with each push. 3. MODE BUTTON - The MODE button toggles between clock and timer. Each time the button is pressed the mode changes. While in the Timer Mode the word "TI M E R" is displayed below the digits (as shown in Figure 1 ) . 4. R ES ET (S ET) BUTTON - When the RESET button is pressed in the Timer Mode, it resets the timer to 00 :00. In the Clock Mode, the button initiates the set function for setting the date and time of day. The set function can be recognized by the Month (left two) digits flashing. If the set function is not desired the MODE button may be pressed to exit from the set operation. S24-4 Jan 3 1 /02 C ESSNA MODEL 1 72S S ECTION 9 - S UP PLEM ENTS S UPPLEMENT 24 - FAA APPROVED SECTION 2 L IMITATIONS There is no change to the airplane limitations when the digital clock/OAT/volt indicator is installed. SECTION 3 E M E R G E N CY PROC E D URES There is no change to the airplane emergency procedures when the clock/OAT/volt indicator is installed . S ECTION 4 NORMAL PROC E DU R ES OATNOLTMETER OPERATION The upper LCD window is dedicated to OAT and voltmeter operations. The voltmeter reading is preselected upon startup and is indicated by an "E" fol lowing the display reading. Pushing the OATNOLT button will sequence the window from voltage to Fahrenheit ("F") to Celsius ("C"), and back again to voltage. CLOCK OPERATIONS The lower LCD window is dedicated to clock and timing operations. Pushing the MODE button toggles between clock and timer. Each time the button is pushed the mode changes. Time of day is displayed in hours and minutes in the 24-hour format. Setting procedures are as follows: While in the Clock Mode, press the S ET (RES ET) button and the left two digits wil l flash ; these are the month digits. Press the ADV (ST/SP) button to change to the current month . Then press the S ET (RESET) button and the right two digits wil l flash ; these are the day of the month digits. Press the ADV (ST/SP) button to change to the current day. Then press the SET (RESET) button and both the month and day will be displayed. Jan 3 1 /02 S24-5 S ECTION 9 S U P PLEM ENTS S UPPLEM ENT 24 FAA APPROVED - - C ESSNA MODEL 1 72S Press the S ET (RES ET) button and the left two digits will flash, these are the hour digits. Press the ADV (ST/SP) button to change to the current hour. Press the S ET (RESET) button and the right two digits will flash ; these are the minute digits. Press the ADV (STISP) button to change to the current minute. Then press the S ET (RES ET) button and both the hour and minutes will be displayed. If the minutes were changed, the clock is stopped and holding. When the time reference being used to set the clock reaches the exact minute shown on the display, press the ST/S P button. The display will show the date and start the clock running. If the minutes were not changed, the minutes will continue to run and not need to be restarted . When operating i n the Timer Mode the word "TI M E R" is shown on the display directly below the digits and indicates that the elapsed time is being displayed. The timer can be reset to 00:00, started , stopped, or restarted . It counts in minutes and seconds for the first hour and then counts in hours and minutes to 23 :59. The timer continues to keep elapsed time when the display is in the clock mode. Pushing the ST/SP (ADV) button alternately starts and stops the elapsed counter with each push. The R ES ET (SET) button when pushed resets the timer to 00:00. S ECTIO N 5 PE R FO RMANC E There i s n o change to the airplane performance when this equipment is i nstalled. S24 6 - Jan 3 1 /02 � Cessna A Textron Company Pilot's Operati ng Ha ndbook a n d FAA Approved Airplane F l i g h t M a n u a l C E S S NA M O D E L 1 72 5 AIRPLANES 1 72 59063 A N D O N S U P P L E M E NT 2 5 BENDIX/KI NG KX 1 65A VH F NAV/COMM SERIAL NO,________ REGISTRATION NO,,_______ This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual when the VHF NAV/COMM with Indicator Head is installed. FAA APPROVAL Dale: 31 January 2002 COPYRIGHT " 2002 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS, USA 172SPHUS·S25·00 i) Member of GAMA 3 1 J a n u a ry 2002 825-1 S ECTI O N 9 - S U PPLEM ENTS S U PP L E M E NT 25 - FAA APPROVED CESSNA MODEL 1 72S S U P P L E M E N T 25 B E N DIX/KI N G KX 1 65A V H F NAV/CO M M The following Log o f Effective Pages provides t h e date o f issue for original and revised pages, as wel l as a l isting of all pages i n t h e Supplement. Pages which a r e affected b y the current revision will carry the date of that revision Revision Level Date of Issue o (Original) J a n . 3 1 , 2002 LOG OF EFFECTIVITY PAGES ---- PAGE DATE PAGE DATE Title (S 1 -1 ) S 1 -2 S 1 -3 S 1 -4 S 1 -5 8 1 -6 8 1 -7 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 S 1 -8 S 1 -9 S 1 -1 0 S1-1 1 81-12 S 1 -1 3 S 1 -1 4(blank) Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 Jan 3 1 /02 S E RV I C E B U L LETI N C O N F I G U RATIO N LIST The following is a l ist o f Service Bulletins that a r e applicable to the operation of the airplane, and have been incorporated into this su pplement. This l ist contains only those Service B u l letins that are currently active. N umber 825-2 Title Airplane Serial Effectivity Revision Incorporation I ncorporated In Airplane Jan 3 1 /02 C ESSNA MODEL 1 72S SECTION 9 - S U PPLEM E NTS S U PPLE M E NT 25 - FAA APPROVED S U P PLE M E NT B E N DIX/KING KX 1 65A V H F NAV/C O M M S E CTIO N 1 G E N ERAL T h e KX 1 65A V H F Nav/Comm Transceiver is very similar to t h e KX 1 55A VHF Nav/Comm Transceiver except, the KX 1 65A has a built in VOR/LOC converter, enabling it to directly drive a horizontal situation indicator (HSI). The KX 1 65A will only be i nstalled with an H S I . For detailed information of the HS I refer to the HSI s upplement in this section of the POH (refer to Section 9 i n dex). The KX 1 65A i ncludes a 760-channel VH F comm u n i cations receiver-transmitter, a 200-channel VH F navigation receiver, and a 40-channel glideslope receiver. The com m u n ications receiver­ transmitter receives and transmits signals between 1 1 8 . 0 0 and 1 35 . 975 M Hz with 25-kHz spacing . The navigation receiver receives VOR and localizer signals between 1 08 . 00 and 1 1 7.95 MHz i n 50-kHz steps. The g lideslope receiver is automatically tuned when a localizer frequency is selected. The circuits required to interpret the VOR and localizer signals are also a n integ ra l part of the N av receiver. Large self-dimming gas d ischarge readouts display both the com m u nications and navigation operating freque ncies. The KX 1 65A's "flip-flop" preselect feature enables you to store one frequency i n the standby display while operating on another and then interchange them i nstantly with the touch of a button. Both the active (COMM) and the standby (STBY) frequencies may be displayed at all times and are stored i n nonvol atile memory without dra i n on the aircraft battery. · The KX 1 65A has 32 programmable com m channels, a stuck microphone alert and transmitter shutd own, Bearing To/From radial mode, course deviation ind icator mode and an elapsed timer mode. Jan 3 1 /02 S25-3 SECTION 9 - S U P PLEMENTS SU PPLEMENT 25 - FAA APPROVED C ESSNA MODEL 1 72S The Com m portion incorporates an automatic squelch . To override the automatic squelch, the Comm vol ume control knob is Push the knob back i n to reactivate the automatic pulled out. squelch . A "T" will be displayed dUri ng transmit and " Rn d u ring valid signal reception. The N av portion uses the pull out feature of the N av vol u m e control t o receive t h e N av s i g n a l I de nt. Pull t h e volume control knob out to hear the Ident signal plus voice. Push the knob in to attenuate the I dent signal and stil l hear N av voice. All controls for the Nav/Com m , except those for navigation course selection, are mounted on the front panel of the receiver­ transm itter. Control lig hting is provided by NAV/COMM interior lighting and the instrument panel flood l ighting system . For detailed information of the a udio selector panel used i n conjunction with this radio refer to the audio selector panel supplement in this section of the POH (refer to Section 9 index) . N OTE The unit has a stuck m icrophone alert feature. If the m icrophone i s keyed continuously for greater than 33 seconds, the transmitter stops transmitting and the active Comm frequency flashes to alert the pilot of the stuck mic condition . 2 13 12 11 10 8 7 6 5 4 0565T1045 KX 1 65A VHF NAV/COMM Figure 1 . Bendix/King KX1 65A VH F NAV/COMM ( Sheet 1 of 2) S25-4 Jan 3 1 /02 S ECTION 9 � S U PP L E ME N TS S U P PLEMENT 25 - FAA APPROVED C ES S NA MODEL 1 72S NAV F U N CTION DISPLAYS 83276 ( ( ( [ ( 109. 50 � O 30 \ VO R M O D E : ACTIVE/BEAR I N G , C D I FORMAT 10�J. 50 FL RG � 030 VO R M O D E : ACTIVE/BEAR I NG , FLAG D I S P LAY /09. 50 O':i'O J J TO] VO R E MODE: ACTIVE "BEAR ING TO" FU NCTION D I S PLAY 109. 50 LOC ] VO R MODE: ACTIVE/B EA R I N G , FLAG D I S PLAY 1 10. 90 LOCALIZER MODE: FR EQU E N CY/CO l FORMAT 0585T1053 Figure 1 . Be ndix/King Jan 3 1 /02 KX 1 65A V H F NAV/COMM (S heet 2 of 2 ) S25-5 S ECTI O N 9 - S U PPLEMENTS SU PPLEMENT 25 - FAA APPROVED C ESSNA MODEL 1 72S 1 . OP ERATI N G COMM FREQUENCY D ISPLAY -- Disp lays COMM ACTIVE and COMM STAN DBY frequencies with a "T" between them to indicate TRANSM IT and an " R" to indicate RECEIVE modes of operat io n . 2. O P E RATI N G NAV F REQU E N CY DISPLAY - - T h e right portion of the display is a llocated to NAV receiver ACTIVE and STA N D BY information. The freq uency chan n e l i ng is similar to the COMM when operating in the frequency mode. The NAV ACTIVE and STA N D BY frequencies are stored in the memory on power down and return o n power up. 3. NAV STANDBY/OBS/Bearing/RadiallTimer Display -- The right side of the NAV display i s controlled by the MODE SELECTO R B UTTON (see #7 below). With a n active VOR frequency, this portion of the display shows the STAN DBY frequency, OBS setting for the i nternal COl, the bearing to the VOR station, radial from the VOR station, or a cou nt­ up/count-down timer. With an active local izer frequency, this portion of the display shows the standby frequency, the letters "LOC", or count-up/count-down timer. 4. NAV FREQUENCY S ELECTO R KNOB (SMALL) - ­ Operates i n 50-kHz steps. The NAV receiver's lower and upper frequency l i mits are 1 08.00 MHz and 1 1 7. 9 5 M Hz. Exceeding the u pper limit of frequency band wil l automatical ly return t o t h e lower l i m it and vice versa. A clockwise rotation will increase ( inc) the previous frequency while a counterclockwise rotation will decrease (dec) the previous frequency. 5. NAV FREQU E N CY S ELECTOR KNOB (LARGE) Operates i n 1 -M Hz steps. The frequency inc/dec operates the STANDBY frequency display. A clockwise rotation will increase the previous freque ncy while a counterclockwise rotation will decrease the previous frequency. Exceeding the upper limit of the frequency band will automatically return to the lower l i m it and vice versa. S25-6 Jan 3 1 /02 CESSNA MODEL 1 72S S ECTI ON 9 - S U PPLEM E NTS S UP P L E M E NT 25 - FAA APPROVED )a ) -6 . NAV/FREQU EN CY TRANSFER B U TTON ( 0( I n terchanges the NAV ACTIVE and STAN DBY frequencies . Depressing the NAV frequency transfer button for 2 seconds or more wil l cause the display to go i nto the ACTIVE E NTRY mode. Only the ACTIVE frequency wi l l be displayed and it can be directly changed by using the NAV inc/dec knobs. The d isplay will return to the ACTIVE/STANDBY m ode when the NAV frequency transfer button is pushed . 7, MODE S E LECTOR B UTTON -- Depressing the m ode button will cause the NAV display to go from the ACTIVE/STAN D BY format to the ACTIVE/C O l (Course Deviation Indicator) format. I n the C O l mode, the frequency inc/dec knob ( pushed in) channels the ACTIVE frequency. When the ACTIVE window is tuned to a VOR frequen cy, the standby frequency a rea is replaced by a three digit OBS (Om n i Bearing Selector) display. The desired OBS course can be selected by pulling out the i nner NAV frequency knob and turn ing it. This OBS display is independent of any OBS course selected on an external C O l . An "OBS" i n the m iddle of the NAV display wil l flash while t h e i n ner NAV frequency knob is p u l led out. The COl is displayed on the line below the frequency/O BS. When the ACTIVE window is tuned to a localizer frequency, the standby frequency area is replaced by "LOC". When the received signal is too weak to ensure accuracy the display will "FLAG", Depressing the mode button again wil l cause the NAV display to go from the ACTIVE/C O l format to the ACTIVE/B EAR I N G format. ! n t h e B EAR I N G mode, t h e frequency inc/dec knob channels the ACTIVE frequency window. Depressing the frequency transfer button will cause the ACTIVE frequency to be placed in blind storage and the STANDBY freque ncy (in blind storage) to be displayed i n the ACTIVE window d isplay. I n bearing mode, the right hand window of th e NAV d is play shows the bearing TO the station . When a too weak or i nvalid VOR signal is received the display flags (dashes). Jan 3 1 /02 S25-7 S ECTION 9 - S U PPLEMENTS S U P P L E M E NT 25 - FAA APPROVED CESSNA MODEL 1 72S Another push of the mode button will cause the NAV display to go from the ACTIVE/B EARI N G format to the ACTIVE/RADIAL format. I n the RADIAL mode, the freq uency i n c/dec knobs channel the ACTIVE frequency win dow and depressing the frequency transfer button wil l cause the ACTIVE frequency to be placed i n blind storage and the STAN DBY frequency (in blind storage) to be displayed i n the ACTIVE window display. I n radial mode of operatio n , the right hand win dow of NAV display shows the radial FROM the station. When a too weak or i nvalid VOR signal is received the display flags (dashes) . Another push of the m ode button will cause the u n it to go i nto the T I M E R mode . When the u nit is turned on, the elapsed timer (ET) begins counting upwards from zero. The timer can be stopped and reset to zero by pushing the NAV frequency transfer b utton for 2 seconds or more causing the ET on the d is play to flash . In this state, the timer can b e set as a cou ntdown timer or the elapsed timer can be restarted . The countdown timer is set by using the NAV frequency i n c/dec knobs to set the desired time and then pushing the NAV frequency transfer b utton to start the timer. The large knob sel ects m i n utes, the small knob i n the "in" position selects 1 0 second i ntervals, and the small knob i n the "out" position selects i ndividual seconds. After the countdown timer reaches zero, the counter will beg i n to cou nt upwards indefin itely while flashing for the first 15 seconds. When the elapsed timer is reset to zero i t m ay be restarted again by momenta rily pushing the NAV frequency transfer butto n . 8 . NAVNOL U M E CONTROL ( P U LL I D ENT) - - Adjusts vol u m e of navigation receiver audio. When the knob is pulled out, the I dent signal plus voice m ay be heard . The volu m e of voice/ident can be adjusted by turning this knob. 9 . COMM F REQU ENCY S ELECTOR KNOB ( I N N E R) -- This smaller knob is designed to change the indicated frequency i n steps o f 50-kHz w h e n it is pushed i n , and i n 25-kHz steps when it is pul led out. S25-8 Jan 3 1 /02 CESS NA MODEL 1 72S S E CTION 9 - S U PP L E M E NTS S U PPLEM E NT 25 - FAA AP P ROVED 1 0. COMM FREQ U E N CY S ELECTO R KNOB (OUTER) -- The outer, larger selector knob is used to change the M Hz portion of the frequency display. At either ba nd-edge of the 1 1 8- 1 3 6 M H z frequency spectrum , an offscale rotation wi l l wrap the display around to the oth er frequency band-edge (Le., 1 36 MHz advances to 1 1 8 M Hz) . 1 1 . CHA N N E L B UTTON -- Pressing the C HAN button for 2 or more seconds wil l cause the unit to e nter the channel program (PG) mode. U pon enteri n g the channel program mode, the channel numbe r will flash ind icating that it can be progra m m ed . The desired ch annel can be selected by turn ing the comm kHz knob. The channel frequency can be entered by pushing the COMM TRANSFER button which will cause the standby frequency to flash . The comm frequency knobs are then used to enter the desired frequency. If dashes (located between 1 36 MHz and 1 1 8 M H z) are entered instead of a frequency, the correspond ing channel is skipped in channel sel ection m ode. Additional channels may be programmed by pressi n g the COMM TRA N S F E R button and using the same procedure. The channel information is saved by pushing the CHAN button which wil l also cause the u n it to return to the previous frequency entry mode. The channel selection m ode (CH) can then be entered by m omentarily pushing the CHAN butto n . The comm freque ncy knobs can be used to select the desired channel . The unit will automatically default to the previous m ode if no ch annel is selected with in 2 seconds after entering the channel sel ection mode. The unit is p laced i n the transmit mode by depress ing a mic button . J a n 3 1 /02 S25-9 S ECTION 9 - S U PPLEM ENTS S U PPLEMENT 25 - FAA APPROVED C E S S NA M O D E L 1 72S )a ) -1 2. COMM F REQUE N CY TRAN S F E R B UTTON ( -t I nterchanges the frequ encies in the U S E and STAN DBY displays. To tune the rad io to the desired operating frequency, the desired frequency m u st be entered i nto the standby display and then the COMM TRAN S F E R button m u st be pushed. This will trade the contents of the active and sta ndby displays . The operating freq uency can a lso be entered by accessing the ACTIVE E NTRY (direct tu ne) mode which is done by p ushing the COMM TRANS F E R b utton for 2 or more seconds. In the direct tune m ode, only the - active part of the d isplay is visible. The desired frequency can be directly entered i nto the display. Push the COMM TRAN S F E R button again to return to the active/standby display. The transceiver is always tuned to the frequency a ppearing in the ACTIVE display. It is, therefore, p ossible to h ave two different freq uencies stored in the ACTIVE and STA N DBY displays and to change back and forth between them at the simple push of the COMM TRANS F E R b utton. 1 3. COMM VOLUM E CONTROL (OFF/PULLITEST) -- Rotate the VO L knob clockwise from the OFF position. Pull the VOL knob out and adjust for desired l istening level . Push the VOL knob back in to actuate the automatic squelch . The VOL knob m ay also be pul led out to hear parti cularly weak signals. S ECTI O N 2 L I M ITAT I O N S There i s no change t o t h e airplane l i m itations when t h i s avionic equipment is installed . S25 - 1 0 Jan 3 1 /02 C ES S NA M O D EL 1 72S S ECTION 9 - S U P P L E M ENTS S U PPLEMENT 25 - FAA APPROVED S ECTION 3 E M E RG E N CY PROC E D URES There is no change to th e airplane emergency procedures when this avionic equipment is i nstalled . However, if the frequ ency readouts fai l , the radio wil l remain operational on the last frequency selected . If e ither frequency transfer button is pressed and held while power is applied to the u n it, the unit wakes up with 1 20.00 M Hz i n the COMM use frequency and 1 1 0. 00 M Hz i n the NAV active frequency, with both COMM and NAV in the active entry mode. This will aid the pilot in blind tuning the radio. S ECTION 4 N O RMAL P R O C E D U RES COM M U N I CATI O N R E C EIVER-TRANSM ITTER OP ERATI O N : 1 . O F F/PULLrrEST Vol u me Control - - Turn clockwise; pull out and adjust to desired audio level; push control back i n to activate the automatic squelch . 2. M I C Selector Switch (on audio control panel) -- S ET to COMM 1. 3 . S PEAKE R Selector (on audio control panel) -- SET to desired mode. 4. COMM Frequency Selector Knobs -- Select desired operating frequency. 5 . COMM TRA.NS F E R Button -- PRESS to tiansfer des i red frequency from the STBY display i nto the COM M d isplay. 6. Mic Button : a. To transmit -- Press button and speak in m i crophone. NOTE D uring COMM transmission, a lig hted "T" wil l appear between the "COM M " and "STBY" d ispl ays to i ndicate that the transceiver is operating in the transmit mode. b . To Receive -- RELEASE m ike button. Jan 3 1 /02 S25- 1 1 SECT I O N 9 - S U P PLEM ENTS S U PPLEM ENT 25 - FAA A P P ROVED C E S S NA MODEL 1 72 S NAVIGATION RECEIVER OPERATI O N : 1 . NAV F requency Selector Knobs - - SELECT desired operati ng frequency in "STBY" d isplay. 2. NAV TRAN S F ER B UTTON -- PRESS to transfer desired frequency from the "STBY" display i nto the ItNAV" display. 3 . Speaker Selector (on audio control panel) -- SET to desired mode. 4. NAV Vol ume Control -a . ADJ U ST to desired audio level. b . P U LL out to identify station. VO R OPERATI O N : Channel t h e NAV Receiver t o t h e desired V O R and mon itor the audio to positively identify the station. To select an OBS course, turn the OBS knob to set the desired course under the lubber l ine. When a signal i s received, the NAV flag will pull out of view and show a "TO" or " F ROM" fl ag as appropriate for the selected course. LOC OPERAT I O N : Localizer circuitry is energ ized when t h e NAV Receiver is channeled to an I LS frequency. Monitor the LOC audio and positively i dentify the station. The NAV flag wi l l be out of view when the signal i s of sufficient strength to b e usable. G L i DESLOPE OPERATI O N : The g lideslope receiver i s a utomatically channeled w h e n a iocaiizer frequency is selected . A separate warning flag is provided to ind icate usable signal cond itions. PI LOT CO N F I G U RATI O N : T h i s mode c a n be accessed b y pressing and holding t h e NAV Mode Button for more than 2 seconds and then pressing the N av Frequency Transfer Button for an additional 2 seconds, while continuing to hold the NAV Mode Button. When the Pilot Config Mode i s entered , the u n it wil l show the "SWRV" m nemonic which is the unit software revision level . Adjustment pages can be accessed by MODE button presses. Jan 3 1 /02 CESSNA MODEL 1 72S S ECTI ON 9 - S U P PLEM ENTS S U PP L E M E NT 25 - FAA APPROVED The pilot may adjust two parameters i n the pilot configuration, the display minimum brig htness and sidetone volume leve l . Minimum Brightness (BRIM) will have a range of 0-255. The d i mmest is 0 and the brig htest is 255, Sidetone volume level is adjusted when SIDE is displ ayed. Val ues from 0-255 may be selected with 0 being least volu me, 255 being the greatest. Adjustment Mnemonic Software Revision N um ber SWRV Minimum D isplay B rightness BRIM 0 255 S idetone Level SIDE 0 255 M i n Leve l - - - Max Level - - - S u bsequent presses of the MODE button sequences through SWRV, B R I M , S I D E, and then back to SWRV. Pressing the NAV Transfer Button momentarily exits Pilot configuration mode. The NAV returns to its pre- Pilot Config state with the new brig htness and s idetone l evels stored i n nonvolatile memory. S ECTI O N 5 P E RFO RMAN C E There i s no change t o t h e a i rplane performance when this avionic equi pment is installed. However, the i nstallation of an externally mounted a ntenna, or several related antennas, will result i n a m i nor reduction i n cruise performance. Jan 3 1 /02 S25- 1 3 (S25- 1 4 blank) WEIGHT & BALANCE AND INSTALLED EQUIPMENT DATA � CESSNA AIRCRAFT COMPANY Cessna A Textron Company SINGLE ENGINE DIVISION MODEL 172S SERIAL & REGISTRATION 172S9271 ( calculated) I N5308A STANDARD EMPTY WEIGHT WEIGHT ARM MOMENT (Ibs) (in) (Ib-in) 1,663.2 40.719 67,724 INSTALLED EQUIPMENT Net Change from standard Aircraft ALTIMETER WITH 20 FT MARKING, DUAL WINDOW, 20000 FT 0.0 0.000 o BASIC AVIONICS ITEMS, USED W/1ST NAVICOM 0.0 0.000 o CIB PNL EXCHANGE 0.2 16.500 3 DIRECTIONAL GYRO EXCHANGE 0.5 14.000 7 19.7 91.200 1,797 DUAL PUMP, ENGINE DRIVEN VACUUM SYSTEM 0.0 0.000 o EMERGENCY LOCATOR TRANSMITTER INSTL 0.0 0.000 o ENGINE, LYCOMING IO-360-L2A 0.0 0.000 o GYRO INSTALLATION 0.0 0.000 o KLN 94 GPS INSTALLATION 4.8 15.000 72 KMA 28 AUDIOIINTERCOM/MARKER BEACON INSTL 0.0 0.000 o KT 76C MODE C TRANSPONDER INSTL 0.0 0.000 o KX 155A #2 NAVICOM INSTALLATION W/G.S. 6.8 17.300 118 KX 155A NAVICOM #1 INSTALLATION - NO G.S 0.0 0.000 o MD41-231 GPS/NAV SELECTOR 0.2 16.500 3 MULTI-FUNCTION DISPLAY INSTALLATION 6.1 13.100 80 PILOT CONTROL WHEEL EXCHANGE 0.2 26.000 5 PROPELLER ASSY, MCCAULEY, FIXED PITCH, 1A170E/JHA7660 0.0 0.000 o VINYULEATHER SEATS 0.0 0.000 o 16.5 46.100 761 DUAL AXIS AUTOPILOT WHEEL FAIRING INSTALLATION The weight and balance data shown in this report are computed on the basis of Federal Aviation Administration approved procedures for establishing fleet weight averages. [Far 21.327(f)(2)] This list contains all installed optional equipment and avionics. Weighed: Printed: BASIC EMPTY WEIGHT 1,718.2 USEFUL LOAD 839.8 MAXIMUM RAMP WEIGHT 2,558.0 MAXIMUM TAKE-OFF WEIGHT 2,550.0 All weights and arms ar e the installed difference from a standard equ ipped aircraft For a detailed list of aircraft equipmen t weight and balance data, please refer to the c omprehensive equ ipment list in t he pilots operatin g handb ook. 41.072 III 11/21/02 12/6102 70,569 Revised 26 Feb. 2001 Numerical values shown may be rounded from actual values. Therefore, the product of weight times arm may not equal the listed moment. Airplane Order OPERATIONS CHANGE 1 PONTROL NO. 172S9271 SHIP TO INVOICE TO Domestic Single Engine Mkt. 319271 DATE MODEL CUSTOMER ORDER NO. Skyhawk SP 09-25-02 LOCK NO. ENGINE NUMBER FORElL.H. AFT/R.H. REGISTRATION SERIAL NO. TElPqp WfA- 172S9271 N5308A 01 10-31-02 01 PROPELLER NUMBER FORElL.H. AFT/R.H. INSTALL EQUIPMENT AS FOLLOWS ITEM CHANGE NO. DESCRIPTION F.K NUMBER EXTERIOR 1 514C Exterior -Red/Blue OPTIONAL EQUIPMENT 2 601G Nav II Avionics wi MFD 3 015C Wheel Fairings 4 132C Tow Bar PAINT Page 1 of 1 PRODUCTION DATE I UPHOLSTERY AND TRIM I DELIVERY DATE I CLEAN UP Per Prod Schedule TYPE DATE CMKTR3T35) ALLIED SIGNAL AEROSPACE PAGE 1 COMMERCIAL AVIONICS SYSTEMS PIR ATTACHMENT REPORT PRINTED 12/12/2002 CFINAL) 6:02:41 work order Number A;rcra-Ft: Type package opt:;on DELIVERY SET Un;t: Ser; 801 Number Number S A;rcra-Ft: ser;al# 172S9271 Cessna 172 same as -1B �/kc140-7703 172S9271 172 SEP172MD-2B Servos Part: Number Qty Descr;pt:;on 1 KA 0092 071-01553-0200 45364 GPS KC 0140 065-00176-7703 6122 FLTCMPTR-2AXIS KCM0100 071-00073-5000 10160 ANTENNA CONFIGURATION KI 066-03056-0002 020B 72940 VOR/LOC IND KI 0209A 066-03056-0011 B427 VOR/LOC/GS W/ALTPRE 1 MODULE W/ANTI IND MSGS & REFLECT W/GPS DISPLAY 1 1 KLN0094 069-01034-0101 5B22 KLN94 COLOR KLN0094 071-00163-0103 N/A KLN94 AMERICAS KM 0275 065-00030-0000 55295 SERVO MOUNT 1 KM 0275 065-00030-0000 55250 SERVO MOUNT 1 KM 0275 065-00030-0002 54761 SERVO MOUNT 1 KMA002B 066-01176-0101 A0290B AUDIO MKR/INTERCOM/STERO/SPLIT 1 KMDOS40 066-04035-0301 MULTI-FUNCT KMD0540 071-00161-0101 N/A 4125 AMERICAS GPS TSO DATABASE DISPLAY DATABASE KS 0270C 065-0017B-2200 55B2 PITCH KS 0271C 065-00179-0300 7764 PRIMARY KS 0272c 065-001BO-0400 5503 TRIM SERVO KT 0076C 066-01156-0101 15117 XPDR ATCRBS KX 0155A 069-01032-0101 25433 NAV/COM KX 0155A 069-01032-0201 25141 NAV/COM, 1 SERVO, DUAL CARD SC CARD 1 SG-2.40 RPM SERVO-1.2RPM - 2.40 25KHZ/2BV 25KHZ 2BV SC 1 PLUS G/S CNO 1 1 RPM DIGITAL 1 1 1 G/S) 1 LOAD DATA SHEET H.J.GREAYES AIRCRAFT TYPE: CESSNA 172S AIRCRAFT REG: VH�WGL AIRCRAFT LOADING SYSTEM: CESSNA 172S FLIGHT MANUAL AUTHORISED DATE DATE of EXPIRY ISSUE H.J.GREAYES AV58 21/02/2008 INDEFINITE 1 (CAO 100.7) Approved H J Greaves AV-58 ITEM f6tblC_ WEIG HT ARM INDEX CONFIGURA TION UNITS E�rYWT. 779.4 kg 1043.2 mm 813070 4 SEAT BASIC WT. 1718.21b 41.07 in 70569 4 SEAT DATUM: FORWARD FACE OF ENGINE FIREWALL BASIC WEIGHT INCLUDES UNUSABLE FUEL & FULL OIL NOTE: It is the responsibility of the Pilot in command to ensure that the aircraft is loaded in accordance with Flight Manual limitations. This is a validation of USA data.