CESSNA 172S NAV III Skyhawk SP. Information Manual (2016)

CESSNA

INTRODUCTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

NOTICE

AT THE TIME OF ISSUANCE, THIS INFORMATION

MANUAL WAS AN EXACT DUPLICATE OF THE

OFFICIAL PILOT’S OPERATING HANDBOOK AND

FAA APPROVED AIRPLANE FLIGHT MANUAL AND

IS TO BE USED FOR GENERAL PURPOSES ONLY.

IT WILL NOT BE KEPT CURRENT AND,

THEREFORE, CANNOT BE USED AS A

SUBSTITUTE FOR THE OFFICIAL PILOT’S

OPERATING HANDBOOK AND FAA APPROVED

AIRPLANE FLIGHT MANUAL INTENDED FOR

OPERATION OF THE AIRPLANE.

THE PILOT’S OPERATING HANDBOOK MUST BE

CARRIED IN THE AIRPLANE AND AVAILABLE TO

THE PILOT AT ALL TIMES.

Cessna Aircraft Company

Original Issue - 25 February 2005

Revision 5 - 29 August 2014

Revision 5

U.S.

INTRODUCTION

CESSNA

MODEL 172S NAV III

KAP 140 AUTOPILOT

PERFORMANCE - SPECIFICATIONS

*SPEED:

Maximum at Sea Level

126 KNOTS

Cruise, 75% Power at 8500 Feet

124 KNOTS

CRUISE: Recommended lean mixture with fuel allowance for engine

start, taxi, takeoff, climb and 45 minutes reserve.

75% Power at 8500 Feet

Range - 518 NM

53 Gallons Usable Fuel

Time - 4.26 HOURS

Range, 45% Power at 10,000 Feet,

Range - 638 NM

53 Gallons Usable Fuel

Time - 6.72 HOURS

RATE-OF-CLIMB AT SEA LEVEL

730 FPM

SERVICE CEILING

14,000 FEET

TAKEOFF PERFORMANCE:

Ground Roll

960 FEET

Total Distance Over 50 Foot Obstacle

1630 FEET

LANDING PERFORMANCE:

Ground Roll

575 FEET

Total Distance Over 50 Foot Obstacle

1335 FEET

STALL SPEED:

Flaps UP, Power Idle

53 KCAS

Flaps FULL, Power Idle

48 KCAS

MAXIMUM WEIGHT:

Ramp

2558 POUNDS

Takeoff

2550 POUNDS

Landing

2550 POUNDS

(Continued Next Page)

U.S.

Revision 5

CESSNA

INTRODUCTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

PERFORMANCE - SPECIFICATIONS (Continued)

STANDARD EMPTY WEIGHT

1663 POUNDS

MAXIMUM USEFUL LOAD

895 POUNDS

BAGGAGE ALLOWANCE

120 POUNDS

WING LOADING

14.7 lbs/sq. ft.

POWER LOADING

14.2 lbs/HP

FUEL CAPACITY

56 GALLONS

OIL CAPACITY

8 QUARTS

ENGINE: Textron Lycoming

IO-360-L2A

180 BHP at 2700 RPM

PROPELLER:

Fixed Pitch, Diameter

76 INCHES

NOTE

*Speed performance is shown for an airplane equipped with

speed fairings which increase the speeds by

approximately 2 knots. There is a corresponding difference

in range, while all other performance figures are

unchanged when speed fairings are installed.

The above performance figures are based on airplane weights at 2550

pounds, standard atmospheric conditions, level, hard-surfaced dry

runways and no wind. They are calculated values derived from flight

tests conducted by Cessna Aircraft Company under carefully

documented conditions and will vary with individual airplanes and

numerous factors affecting flight performance.

Revision 5

U.S.

iii/iv

CESSNA

INTRODUCTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

Cessna Aircraft Company

Model 172S

NAV III AVIONICS - KAP 140 AUTOPILOT

Serials 172S9810 thru 172S10467 and 172S10469 thru 172S10506

and 172S10508 thru 172S10639 and 172S10641 thru 172S10655

THIS MANUAL INCORPORATES INFORMATION ISSUED IN THE

PILOT'S OPERATING HANDBOOK AND FAA APPROVED

AIRPLANE FLIGHT MANUAL AT REVISION 5, DATED 29 AUGUST

2014 (PART NUMBER 172SPHAUS-05).

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS USA

172SIMAUS-05

Revision 5

U.S.

v/vi

CESSNA

SECTION 1

MODEL 172S NAV III

GENERAL

KAP 140 AUTOPILOT

GENERAL

TABLE OF CONTENTS

Page

Three View - Normal Ground Attitude

1-3

Introduction

1-5

Descriptive Data

1-5

Engine

1-5

Propeller

1-5

Fuel

1-6

Fuel Capacity

1-6

Oil

1-7

Oil Specification

1-7

Oil Capacity

1-7

Maximum Certificated Weights

1-8

Weight In Baggage Compartment - Normal Category

1-8

Weight In Baggage Compartment - Utility Category

1-8

Standard Airplane Weights

1-9

Cabin And Entry Dimensions

1-9

Baggage Space And Entry Dimensions

1-9

Specific Loadings

1-9

Symbols, Abbreviations And Terminology

1-10

General Airspeed Terminology And Symbols

1-10

Meteorological Terminology

1-11

Engine Power Terminology

1-11

Airplane Performance And Flight Planning Terminology

1-13

Weight And Balance Terminology

1-14

Metric/Imperial/U.S. Conversion Charts

1-16

Weight Conversions

1-17

Length Conversions

1-19

Distance Conversions

1-23

Volume Conversions

1-24

Temperature Conversions

1-27

Pressure Conversion

1-28

Volume To Weight Conversion

1-29

Quick Conversions

1-30

172SPHAUS-05

U.S.

1-1/1-2

SECTION 1

CESSNA

GENERAL

MODEL 172S NAV III

KAP 140 AUTOPILOT

THREE VIEW - NORMAL GROUND ATTITUDE

NOTE

• Wing span shown with standard strobe lights installed.

• Wheel base length is 65.0 inches.

• Propeller ground clearance is 11.25 inches.

• Wing area is 174.0 square feet.

• Minimum turning radius (*pivot point to outboard wing

tip) is 27.0 feet, 5.50 inches.

• Normal ground attitude is shown with nose strut showing

approximately 2 inches of strut, and wings level.

Figure 1-1 (Sheet 2)

1-4

U.S.

172SPHAUS-05

CESSNA

SECTION 1

MODEL 172S NAV III

GENERAL

KAP 140 AUTOPILOT

INTRODUCTION

This POH contains 9 sections, and includes the material required to be

furnished to the pilot by 14 CFR 23. It also contains supplemental data

supplied by Cessna Aircraft Company.

Section 1 provides basic data and information of general interest. It

also contains definitions or explanations of symbols, abbreviations, and

terminology commonly used.

DESCRIPTIVE DATA

ENGINE

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 cylinder engine with 360.0 cu.

in. displacement.

Horsepower Rating and Engine Speed: 180 rated BHP at 2700 RPM

PROPELLER

Propeller Manufacturer: McCauley Propeller Systems

Propeller Model Number: 1A170E/JHA7660

Number of Blades: 2

Propeller Diameter: 76 inches

Propeller Type: Fixed pitch

(Continued Next Page)

172SPHAUS-05

U.S.

1-5

SECTION 1

CESSNA

GENERAL

MODEL 172S NAV III

KAP 140 AUTOPILOT

DESCRIPTIVE DATA (Continued)

FUEL

WARNING

USE OF UNAPPROVED FUELS MAY RESULT IN

DAMAGE TO THE ENGINE AND FUEL SYSTEM

COMPONENTS, RESULTING IN POSSIBLE ENGINE

FAILURE.

Approved Fuel Grades (and Colors):

100LL Grade Aviation Fuel (Blue)

100

Grade Aviation Fuel (Green)

NOTE

Isopropyl alcohol or Diethylene Glycol Monomethyl Ether

(DiEGME) may be added to the fuel supply. Additive

concentrations shall not exceed 1% for isopropyl alcohol or

0.10% to

0.15% for DiEGME. Refer to Section

8 for

additional information.

FUEL CAPACITY

Total Capacity

56.0 U.S. GALLONS

Total Usable

53.0 U.S. GALLONS

Total Capacity Each Tank

28.0 U.S. GALLONS

Total Usable Each Tank

26.5 U.S. GALLONS

NOTE

To ensure maximum fuel capacity and minimize

crossfeeding when refueling, always park the airplane in a

wings level, normal ground attitude and place the fuel

selector in the LEFT or RIGHT position. Refer to Figure 1-1

for normal ground attitude dimensions.

(Continued Next Page)

1-6

U.S.

172SPHAUS-05

CESSNA

SECTION 1

MODEL 172S NAV III

GENERAL

KAP 140 AUTOPILOT

DESCRIPTIVE DATA (Continued)

OIL

OIL SPECIFICATION

MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil: Used

when the airplane was delivered from the factory and should be used to

replenish the supply during the first 25 hours. This oil should be drained

and the filter changed after the first 25 hours of operation. Refill the

engine with MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral

Oil and continue to use until a total of 50 hours has accumulated or oil

consumption has stabilized.

MIL-L-22851 or SAE J1899 Aviation Grade Ashless Dispersant Oil: Oil

conforming to Textron Lycoming Service Instruction No 1014, and all

revisions and supplements thereto, must be used after first 50 hours

or oil consumption has stabilized.

Recommended viscosity for temperature range:

MIL-L-6082

MIL-L-22851

or SAE J1966

or SAE J1899

Straight Mineral Oil

Ashless Dispersant Oil

Temperature

SAE Grade

Above 27°C (80°F)

Above 16°C (60°F)

40 or 50

-1°C (30°F) to 32°C (90°F)

-18°C (0°F) to 21°C (70°F)

30, 40 or 20W-40

Below -12°C (10°F)

30 or 20W-30

-18°C (0°F) to 32°C (90°F)

20W-50

20W-50 or 15W-50

All Temperatures

---

15W-50 or 20W-50

NOTE

When operating temperatures overlap, use the lighter

grade of oil.

OIL CAPACITY

Sump

8 U.S. QUARTS

Total

9 U.S. QUARTS

(Continued Next Page)

172SPHAUS-05

U.S.

1-7

SECTION 1

CESSNA

GENERAL

MODEL 172S NAV III

KAP 140 AUTOPILOT

DESCRIPTIVE DATA (Continued)

MAXIMUM CERTIFICATED WEIGHTS

Ramp Weight:

Normal Category

2558 POUNDS

Utility Category

2208 POUNDS

Takeoff Weight:

Normal Category

2550 POUNDS

Utility Category

2200 POUNDS

Landing Weight:

Normal Category

2550 POUNDS

Utility Category

2200 POUNDS

WEIGHT IN BAGGAGE COMPARTMENT, NORMAL CATEGORY

Baggage Area A (Station 82 to 108)

120 POUNDS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to note below.

Baggage Area B (Station 108 to 142)

50 POUNDS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to note below.

NOTE

The maximum allowable combined weight capacity for

baggage in areas A and B is 120 pounds.

WEIGHT IN BAGGAGE COMPARTMENT, UTILITY CATEGORY

In this category, the rear seat must not be occupied and the baggage

compartment must be empty.

(Continued Next Page)

1-8

U.S.

172SPHAUS-05

CESSNA

SECTION 1

MODEL 172S NAV III

GENERAL

KAP 140 AUTOPILOT

DESCRIPTIVE DATA (Continued)

STANDARD AIRPLANE WEIGHTS

Standard Empty Weight

1663 POUNDS

Maximum Useful Load, Normal Category

895 POUNDS

Maximum Useful Load, Utility Category

545 POUNDS

CABIN AND ENTRY DIMENSIONS

Detailed dimensions of the cabin interior and entry door openings are

illustrated in Section 6.

BAGGAGE SPACE AND ENTRY DIMENSIONS

Dimensions of the baggage area and baggage door opening are

illustrated in detail in Section 6.

SPECIFIC LOADINGS

Wing Loading

14.7 lbs/sq. ft.

Power Loading

14.2 lbs/HP

172SPHAUS-05

U.S.

1-9

SECTION 1

CESSNA

GENERAL

MODEL 172S NAV III

KAP 140 AUTOPILOT

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

KCAS

Knots Calibrated Airspeed is indicated airspeed corrected

for position and instrument error and expressed in knots.

Knots calibrated airspeed is equal to KTAS in standard

atmosphere at sea level.

KIAS

Knots Indicated Airspeed is the speed shown on the

airspeed indicator and expressed in knots.

KTAS

Knots True Airspeed is the airspeed expressed in knots

relative to undisturbed air which is KCAS corrected for

altitude and temperature.

Maneuvering Speed is the maximum speed at which full or

abrupt control movements may be used without

overstressing the airframe.

V_FE

Maximum Flap Extended Speed is the highest speed

permissible with wing flaps in a prescribed extended

position.

V_NO

Maximum Structural Cruising Speed is the speed that

should not be exceeded except in smooth air, then only with

caution.

V_NE

Never Exceed Speed is the speed limit that may not be

exceeded at any time.

V_S

Stalling Speed or the minimum steady flight speed is the

minimum speed at which the airplane is controllable.

V_SO

Stalling Speed or the minimum steady flight speed is the

minimum speed at which the airplane is controllable in the

landing configuration at the most forward center of gravity.

V_x

Best Angle of Climb Speed is the speed which results in

the greatest gain of altitude in a given horizontal distance.

V_Y

Best Rate of Climb Speed is the speed which results in the

greatest gain in altitude in a given time.

(Continued Next Page)

1-10

U.S.

172SPHAUS-05

CESSNA

SECTION 1

MODEL 172S NAV III

GENERAL

KAP 140 AUTOPILOT

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

METEOROLOGICAL TERMINOLOGY

OAT

Outside Air Temperature is the free air static

temperature. It may be expressed in either degrees

Celsius or degrees Fahrenheit.

Standard

Temperature Standard Temperature is 15°C at sea level pressure

altitude and decreases by 2°C for each 1000 feet of

altitude.

Pressure

Altitude

Pressure Altitude is the altitude read from an

altimeter when the altimeter's barometric scale has

been set to 29.92 inches of mercury (1013 mb).

ENGINE POWER TERMINOLOGY

BHP

Brake Horsepower is the power developed by the

engine.

RPM

Revolutions Per Minute is engine speed.

Static RPM

Static RPM is engine speed attained during a full

throttle engine runup when the airplane is on the

ground and stationary.

Lean

Mixture

Decreased proportion of fuel in the fuel-air mixture

supplied to the engine. As air density decreases, the

amount of fuel required by the engine decreases for a

given throttle setting. Adjusting the fuel-air mixture to

provide a smaller portion of fuel is known as "leaning"

the mixture.

(Continued Next Page)

172SPHAUS-05

U.S.

1-11

SECTION 1

CESSNA

GENERAL

MODEL 172S NAV III

KAP 140 AUTOPILOT

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

ENGINE POWER TERMINOLOGY (Continued)

Rich

Mixture

Increased proportion of fuel in the fuel-air 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-air mixture to

provide a greater portion of fuel is known as "richening"

the mixture.

Full

Rich

Mixture control full forward

(pushed in, full control

travel, toward the panel).

Idle

Cutoff

Mixture control full aft (pulled out, full control travel,

away from the panel).

Full

Throttle

Throttle full forward

(pushed in, full control travel,

toward the panel). Also known as "full open" throttle.

Closed

Throttle

Throttle full aft (pulled out, full control travel, away from

the panel). Also known as the throttle "idle" position.

(Continued Next Page)

1-12

U.S.

172SPHAUS-05

CESSNA

SECTION 1

MODEL 172S NAV III

GENERAL

KAP 140 AUTOPILOT

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

AIRPLANE PERFORMANCE AND FLIGHT PLANNING

TERMINOLOGY

Demonstrated

Crosswind

Velocity

Demonstrated Crosswind Velocity is the velocity of

the crosswind component for which adequate control

of the airplane during takeoff and landing was actually

demonstrated during certification tests. The value

shown is not considered to be limiting.

Usable

Fuel

Usable Fuel is the fuel available for flight planning.

Unusable

Fuel

Unusable Fuel is the quantity of fuel that can not be

safely used in flight.

GPH

Gallons Per Hour is the amount of fuel consumed per

hour.

NMPG

Nautical Miles Per Gallon is the distance which can

be expected per gallon of fuel consumed at a specific

engine power setting and/or flight configuration.

g is acceleration due to gravity.

Course

Datum

Course Datum is the compass reference used by the

autopilot, along with course deviation, to provide

lateral control when tracking a navigation signal.

(Continued Next Page)

172SPHAUS-05

U.S.

1-13

SECTION 1

CESSNA

GENERAL

MODEL 172S NAV III

KAP 140 AUTOPILOT

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

WEIGHT AND 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

1000 is used in this POH 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.

(Continued Next Page)

1-14

U.S.

172SPHAUS-05

CESSNA

SECTION 1

MODEL 172S NAV III

GENERAL

KAP 140 AUTOPILOT

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

(Continued)

WEIGHT AND BALANCE TERMINOLOGY (Continued)

Basic Empty

Weight

Basic Empty Weight is the standard empty 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 a chord of an

imaginary rectangular airfoil having the same pitching

moments throughout the flight range as that of the

actual wing.

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 is the weight of chocks, blocks, stands, etc. 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.

172SPHAUS-05

U.S.

1-15

SECTION 1

CESSNA

GENERAL

MODEL 172S NAV III

KAP 140 AUTOPILOT

METRIC/IMPERIAL/U.S. CONVERSION CHARTS

The following charts have been provided to help international operators

convert U.S. measurement supplied with the Pilot’s Operating

Handbook into metric and imperial measurements.

The standard followed for measurement units shown is the National

Institute of Standards Technology (NIST), Publication 811, "Guide for

the Use of the International System of Units (SI)."

Please refer to the following pages for these charts.

1-16

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

OPERATING LIMITATIONS

TABLE OF CONTENTS

Page

Introduction

2-3

Airspeed Limitations

2-4

Airspeed Indicator Markings

2-5

Powerplant Limitations

2-6

Powerplant Instrument Markings

2-7

Weight Limits

2-8

Normal Category

2-8

Maximum Weight in Baggage Compartment - Normal Category . 2-8

Utility Category

2-8

Maximum Weight in Baggage Compartment - Utility Category . . . 2-8

Center Of Gravity Limits

2-9

Normal Category

2-9

Utility Category

2-9

Maneuver Limits

2-10

Normal Category

2-10

Utility Category

2-10

Flight Load Factor Limits

2-11

Normal Category

2-11

Utility Category

2-11

Kinds Of Operations Limits

2-12

Kinds Of Operations Equipment List

2-13

Fuel Limitations

2-18

Flap Limitations

2-18

System Limitations

2-19

Aux Audio System

2-19

12V Power System

2-19

G1000 Limitations

2-20

GPS - WAAS

2-21

Bendix/King KAP 140 2 Axis Autopilot (if installed)

2-22

Terrain Awareness and Warning System

(TAWS-B) (if installed)

2-22

Placards

2-23

FAA APPROVED

172SPHAUS-05

U.S.

2-1/2-2

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

INTRODUCTION

Section

2 includes operating limitations, instrument markings, and

basic placards necessary for the safe operation of the airplane, its

engine, standard systems and standard equipment. The limitations

included in this section and in Section 9 have been approved by the

Federal Aviation Administration. Observance of these operating

limitations is required by Federal Aviation Regulations.

NOTE

• Refer to Supplements, Section 9 of this Pilot's Operating

Handbook for amended operating limitations, operating

procedures, performance data and other necessary

information for airplanes equipped with specific options.

• The airspeeds listed in Figure 2-1, Airspeed Limitations,

and Figure 2-2, Airspeed Indicator Markings, are based

on Airspeed Calibration data shown in Section 5 with the

normal static source. If the alternate static source is

being used, ample margins should be observed to allow

for the airspeed calibration variations between the

normal and alternate static sources as shown in Section

The Cessna Model No. 172S is certificated under FAA Type Certificate

No. 3A12.

FAA APPROVED

172SPHAUS-05

U.S.

2-3

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

AIRSPEED LIMITATIONS

Airspeed limitations and their operational significance are shown in

Figure

2-1. Maneuvering speeds shown apply to normal category

operations. The utility category maneuvering speed is 98 KIAS at 2200

pounds.

AIRSPEED LIMITATIONS

SYMBOL

SPEED

KCAS

KIAS

REMARKS

V_NE

Never Exceed Speed

160

163

Do not exceed this speed

in any operation.

V_NO

Maximum Structural

126

129

Do not exceed this speed

Cruising Speed

except in smooth air, and

then only with caution.

Maneuvering Speed:

Do not make full or abrupt

control movements above

2550 Pounds

102

105

this speed.

2200 Pounds

1900 Pounds

V_FE

Maximum Flap

Do not exceed this speed

Extended Speed:

with flaps down.

FLAPS 10°

107

110

FLAPS 10° to FULL

Maximum Window

160

163

Do not exceed this speed

-----

Open Speed

with windows open.

Figure 2-1

FAA APPROVED

2-4

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their color code significance are

shown in Figure 2-2.

AIRSPEED INDICATOR MARKINGS

KIAS VALUE OR

MARKING

SIGNIFICANCE

RANGE

Red Arc*

20 - 40

Low airspeed warning.

White Arc

40 - 85

Full Flap Operating Range. Lower limit is

maximum weight V_SO in landing configuration.

Upper limit is maximum speed permissible with

flaps extended.

Green Arc

48 - 129

Normal Operating Range. Lower limit is

maximum weight V_S1 at most forward C.G.

with flaps retracted. Upper limit is maximum

structural cruising speed.

Yellow Arc

129 - 163

Operations must be conducted with caution

and only in smooth air.

Red Line

163

Maximum speed for all operations.

*G1000 airspeed indicator only.

Figure 2-2

FAA APPROVED

172SPHAUS-05

U.S.

2-5

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

POWERPLANT LIMITATIONS

Engine Manufacturer: Textron Lycoming

Engine Model Number: IO-360-L2A

Maximum Power: 180 BHP Rating

Engine Operating 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 (118°C)

Oil Pressure, Minimum:

20 PSI

Oil Pressure, Maximum:

115 PSI

CAUTION

ENGINE OPERATION WITH INDICATED OIL PRESSURE

BELOW THE GREEN BAND RANGE WHILE IN CRUISE

OR CLIMB CONFIGURATION IS CONSIDERED

ABNORMAL. REFER TO SECTION

3, AMPLIFIED

EMERGENCY PROCEDURES, “LOW OIL PRESSURE”.

Fuel Grade: Refer to Fuel Limitations

Oil Grade (Specification):

MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil or

MIL-L-22851 or SAE J1899 Ashless Dispersant Oil. Oil must comply

with the latest revision and/or supplement for Textron Lycoming

Service Instruction No. 1014, must be used.

Propeller Manufacturer: McCauley Propeller Systems

Propeller Model Number: 1A170E/JHA7660

Propeller Diameter:

Maximum

76 INCHES

Minimum

75 INCHES

FAA APPROVED

2-6

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

POWERPLANT INSTRUMENT MARKINGS

Powerplant instrument markings and their color code significance are

shown in Figure 2-3. Operation with indications in the red range is

prohibited. Avoid operating with indicators in the yellow range.

POWERPLANT INSTRUMENT MARKINGS

GREEN ARC

RED LINE

RED ARC

YELLOW

(NORMAL

RED ARC

INSTRUMENT

(MIN)

(LWR)

ARC

OPERATING

(UPR)

RANGE)

Tachometer

----

Sea Level

2100 to 2500

2100 to 2600

2700* to 3000

5000 Feet

2100 to 2700

RPM

10,000 Feet

RPM

Cylinder Head

----

200 to 500°F

----

Temperature

Oil

----

100 to 245°F

245* to 250°F

Temperature

Oil Pressure

----

0 to 20 PSI

----

50 to 90 PSI

115* to 120

PSI

Fuel Quantity

0 (1.5

----

0 to 5

5 to 24

----

Gallons

Unusable

Each

Tank)

Fuel Flow

----

0 to 12 GPH

----

Vacuum

----

4.5 to 5.5

----

Indicator

in.hg.

*Maximum operating limit is lower end of red arc.

Figure 2-3

FAA APPROVED

172SPHAUS-05

U.S.

2-7

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

WEIGHT LIMITS

NORMAL CATEGORY

Maximum Ramp Weight:

2558 POUNDS

Maximum Takeoff Weight:

2550 POUNDS

Maximum Landing Weight:

2550 POUNDS

MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT - NORMAL

CATEGORY:

Baggage Area A - Station 82 to 108:

120 POUNDS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to note below.

Baggage Area B - Station 108 to 142:

50 POUNDS

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Refer to note below.

NOTE

The maximum allowable combined weight capacity for

baggage in areas A and B is 120 pounds.

UTILITY CATEGORY

Maximum Ramp Weight:

2208 POUNDS

Maximum Takeoff Weight:

2200 POUNDS

Maximum Landing Weight:

2200 POUNDS

MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT - UTILITY

CATEGORY:

The baggage compartment must be empty and rear seat must not

be occupied.

FAA APPROVED

2-8

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

CENTER OF GRAVITY LIMITS

NORMAL CATEGORY

Center Of Gravity Range:

Forward: 35.0 inches aft of datum at 1950 pounds or less, with

straight line variation to 41.0 inches aft of datum at 2550

pounds.

Aft:

47.3 inches aft of datum at all weights.

Reference Datum: Lower portion of front face of firewall.

UTILITY CATEGORY

Center of Gravity Range:

Forward: 35.0 inches aft of datum at 1950 pounds or less, with

straight line variation to 37.5 inches aft of datum at 2200

pounds.

Aft:

40.5 inches aft of datum at all weights.

Reference Datum: Lower portion of front face of firewall.

FAA APPROVED

172SPHAUS-05

U.S.

2-9

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

MANEUVER LIMITS

NORMAL CATEGORY

This airplane is certificated in both the normal and utility category. The

normal category is applicable to aircraft intended for non aerobatic

operations. These include any maneuvers incidental to normal flying,

stalls (except whip stalls), lazy eights, chandelles, and turns in which

the angle of bank is not more than 60°.

NORMAL CATEGORY MANEUVERS AND RECOMMENDED ENTRY

SPEED*

Chandelles

105 KNOTS

Lazy Eights

105 KNOTS

Steep Turns

95 KNOTS

Stalls (Except Whip Stalls)

Slow Deceleration

* Abrupt use of the controls is prohibited above 105 KNOTS.

UTILITY CATEGORY

This airplane is not designed for purely aerobatic flight. However, in the

acquisition of various certificates such as commercial pilot and flight

instructor, certain maneuvers are required by the FAA. All of these

maneuvers are permitted in this airplane when operated in the utility

category.

In the utility category, the rear seat must not be occupied and the

baggage compartment must be empty.

UTILITY CATEGORY MANEUVERS AND RECOMMENDED ENTRY

SPEED*

Chandelles

105 KNOTS

Lazy Eights

105 KNOTS

Steep Turns

95 KNOTS

Spins

Slow Deceleration

Stalls (Except Whip Stalls)

Slow Deceleration

* Abrupt use of the controls is prohibited above 98 KNOTS.

(Continued Next Page)

FAA APPROVED

2-10

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

MANEUVER LIMITS (Continued)

UTILITY CATEGORY (Continued)

Aerobatics that may impose high loads should not be attempted. The

important thing to bear in mind in flight maneuvers is that the airplane is

clean in aerodynamic design and will build up speed quickly with the

nose down. Proper speed control is an essential requirement for

execution of any maneuver, and care should always be exercised to

avoid excessive speed which in turn can impose excessive loads. In

the execution of all maneuvers, avoid abrupt use of controls.

FLIGHT LOAD FACTOR LIMITS

NORMAL CATEGORY

Flight Load Factors (Maximum Takeoff Weight - 2550 POUNDS):

*Flaps UP:

+3.8g, -1.52g

*Flaps FULL:

+3.0g

UTILITY CATEGORY

Flight Load Factors (Maximum Takeoff Weight - 2200 POUNDS):

*Flaps UP:

+4.4g, -1.76g

*Flaps FULL:

+3.0g

FAA APPROVED

172SPHAUS-05

U.S.

2-11

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

KINDS OF OPERATIONS LIMITS

The Cessna 172S Nav III airplane is approved for day and night, VFR

and IFR operations. Flight into known icing conditions is prohibited.

The minimum equipment for approved operations required under the

Operating Rules are defined by 14 CFR 91 and 14 CFR 135, as

applicable.

The following Kinds of Operations Equipment List (KOEL) identifies the

equipment required to be operational for airplane airworthiness in the

listed kind of operations.

FAA APPROVED

2-12

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

KINDS OF OPERATIONS EQUIPMENT LIST

KIND OF OPERATION

System, Instrument, Equipment

and/or Function

COMMENTS

PLACARDS AND MARKINGS

1 - 172S Nav III - KAP 140

Accessible to pilot

in flight.

Autopilot POH/AFM

2 - Bendix/King KAP 140 2 Axis

A/R

Accessible to pilot

in flight when using

Autopilot POH Supplement 3

autopilot.

3 - Garmin G1000 Cockpit

Accessible to pilot

in flight.

Reference Guide

AIR CONDITIONING

1 - Forward Avionics Fan

2 - PFD Fan

3 - MFD Fan

4 - Aft Avionics Fan

COMMUNICATIONS

1 - VHF COM

ELECTRICAL POWER

1 - 24V Main Battery

2 - 28V Alternator

3 - 24V Standby Battery

* Refer to Note 1.

4 - Main Ammeter

5 - Standby Ammeter

* Refer to Note 1.

NOTE

1. The European Aviation Safety Agency (EASA) requires the

24V Standby Battery and Standby Ammeter to successfully

complete the pre-flight check before operating the airplane in

VFR night, IFR day, or IFR night conditions in Europe. Correct

operation of the 24V Standby Battery and Standby Ammeter is

recommended for all other operations.

(Continued Next Page)

FAA APPROVED

172SPHAUS-05

U.S.

2-13

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

KINDS OF OPERATIONS EQUIPMENT LIST (Continued)

KIND OF OPERATION

System, Instrument, Equipment

and/or Function

COMMENTS

EQUIPMENT AND FURNISHINGS

1 - Seat Belt Assembly

Each Seat

Occupant

2 - Shoulder Harness

Front Seat

Occupants

FLIGHT CONTROLS

1 - Flap Position Indicator

2 - Flap Motor

3 - Elevator Trim System

4 - Elevator Trim Indicator

FUEL SYSTEM

1 - Electric Fuel Pump

2 - Fuel Quantity Indicator - L Tank

3 - Fuel Quantity Indicator - R Tank

ICE AND RAIN PROTECTION

1 - Alternate Static Air Source

2 - Alternate Induction Air System

INDICATING/RECORDING

SYSTEM

1 - Stall Warning System

2 - System Annunciator and

Warning Displays

LANDING GEAR

1 - Wheel Fairings

Removable

(Continued Next Page)

FAA APPROVED

2-14

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

KINDS OF OPERATIONS EQUIPMENT LIST (Continued)

KIND OF OPERATION

System, Instrument, Equipment

and/or Function

COMMENTS

LIGHTING

1 - PFD Bezel Lighting

2 - PFD Backlighting

*Refer to Note 2.

3 - MFD Bezel Lighting

4 - MFD Backlighting

*Refer to Note 3.

5 - Switch and Circuit Breaker

Panel Lighting

6 - Standby Airspeed Indicator

Internal Lighting

7 - Standby Altimeter Internal

Lighting

8 - Non-stabilized Magnetic

Compass Internal Lighting

9 - Standby Attitude Indicator

Internal Lighting

10 - Cockpit Flood Light

11 - Aircraft Position (NAV) Lights

12 - STROBE Light System

13 - BEACON Light

14 - TAXI Light

15 - LAND (Landing) Light

Operations for hire

only.

NOTE

2. PFD backlighting is

required

for

day VFR flight if MFD

backlighting has failed. Display backup mode must be active

so engine indicators are shown.

3. MFD backlighting is required for day VFR flight if PFD

backlighting has failed. Display backup mode must be active

so flight instruments are shown.

(Continued Next Page)

FAA APPROVED

172SPHAUS-05

U.S.

2-15

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

KINDS OF OPERATIONS EQUIPMENT LIST (Continued)

KIND OF OPERATION

System, Instrument, Equipment

and/or Function

COMMENTS

NAVIGATION AND PITOT-

STATIC SYSTEM

1 - G1000 Airspeed Indicator

2 - Standby Airspeed Indicator

3 - G1000 Altimeter

4 - Standby Altimeter

5 - G1000 Vertical Speed

Indicator

6 - G1000 Attitude Indicator

7 - Standby Attitude Indicator

8 - G1000 Directional Indicator

(HSI)

9 - G1000 Turn Coordinator

10 - Non-stabilized Magnetic

Compass

11 - VHF Navigation Radio

A/R

As Required

Per

Procedure.

(VOR/LOC/GS)

12 - GPS Receiver/Navigator

A/R

As Required

Per

Procedure.

13 - Marker Beacon Receiver

A/R

As Required

Per

Procedure.

14 - Blind Altitude Encoder

A/R

As Required

Per

Procedure.

15 - Clock

16 - KAP 140 Autopilot

(if installed)

(Continued Next Page)

FAA APPROVED

2-16

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

KINDS OF OPERATIONS EQUIPMENT LIST (Continued)

KIND OF OPERATION

System, Instrument, Equipment

and/or Function

COMMENTS

VACUUM

1 - Engine Driven Vacuum

Pump

2 - Vacuum Indicator

ENGINE FUEL AND CONTROL

1 - Fuel Flow Indicator

ENGINE INDICATING

1 - Tachometer (RPM)

2 - Cylinder Head Temperature

(CHT) Indicator

3 - Oil Pressure Indicator

4 - Oil Temperature Indicator

ENGINE OIL

1 - Engine Crankcase Dipstick

FAA APPROVED

172SPHAUS-05

U.S.

2-17

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

FUEL LIMITATIONS

Total Fuel:

56.0 U.S. GALLONS

(28.0 GALLONS per tank)

Usable Fuel (all flight conditions):

53.0 U.S. GALLONS

(26.5 GALLONS per tank)

Unusable Fuel:

3.0 U.S. GALLONS

(1.5 GALLONS per tank)

NOTE

To ensure maximum fuel capacity and minimize

crossfeeding when refueling, always park the airplane in a

wings level, normal ground attitude and place the fuel

selector in the LEFT or RIGHT position. Refer to Figure 1-1

for normal ground attitude definition.

Takeoff and land with the fuel selector valve handle in the BOTH

position.

Maximum slip or skid duration with one tank dry: 30 seconds

Operation on either LEFT or RIGHT tank limited to level flight only.

With 1/4 tank or less, prolonged uncoordinated flight is prohibited when

operating on either left or right tank.

Fuel remaining in the tank after the fuel quantity indicator reads 0 (red

line) cannot be safely used in flight.

Approved Fuel Grades (And Colors):

100LL Grade Aviation Fuel (Blue)

100

Grade Aviation Fuel (Green)

FLAP LIMITATIONS

Approved Takeoff Range:

UP to 10°

Approved Landing Range:

UP to FULL

FAA APPROVED

2-18

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

SYSTEM LIMITATIONS

AUX AUDIO SYSTEM

Use of the AUX AUDIO IN entertainment input is prohibited during

takeoff and landing.

Use of the AUX AUDIO IN entertainment audio input and portable

electronic devices

(PED), such as cellular telephones, games,

cassette, CD or MP3 players, is prohibited under IFR unless the

operator of the airplane has determined that the use of the Aux Audio

System and the connected portable electronic device(s) will not cause

interference with the navigation or communication system of the

airplane.

12V POWER SYSTEM

The 12 Volt Power System (POWER OUTLET 12V - 10A) is not

certified for supplying power to flight-critical communications or

navigation devices.

Use of the 12 Volt Power System is prohibited during takeoff and

landing.

Use of the 12 Volt Power System is prohibited under IFR unless the

operator of the airplane has determined that the use of the 12 VDC

power supply and connected portable electronic device(s) will not

cause interference with the navigation or communication systems of

the airplane.

FAA APPROVED

172SPHAUS-05

U.S.

2-19

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

G1000 LIMITATIONS

The current Garmin G1000 Cockpit Reference Guide (CRG) Part

Number and System Software Version that must be available to the

pilot during flight are displayed on the MFD AUX group, SYSTEM

STATUS page.

GPS based IFR enroute, oceanic 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.

RNAV/GPS instrument approaches must be accomplished in

accordance with approved instrument approach procedures that are

retrieved from the G1000 navigation database. The G1000 database

must incorporate the current update cycle.

Use of the TRAFFIC MAP to maneuver the airplane to avoid traffic is

prohibited. The Traffic Information System (TIS) is intended for advisory

use only. TIS is intended only to help the pilot to visually locate traffic. It

is the responsibility of the pilot to see and maneuver to avoid traffic.

Use of the TERRAIN PROXIMITY information for primary terrain

avoidance is prohibited. The Terrain Proximity map is intended only to

enhance situational awareness. It is the pilot’s responsibility to provide

terrain clearance at all times.

Use of the NAVIGATION MAP page for pilotage navigation is

prohibited. The Navigation Map is intended only to enhance situational

awareness. Navigation is to be conducted using only current charts,

data and authorized navigation facilities.

Navigation using the G1000 is not authorized North of 72° North

latitude or South of

70° South latitude due to unsuitability of the

magnetic fields near the Earth's poles. In addition, operations are not

authorized in the following regions:

1. North of 65° North latitude between longitude 75° W and 120° W

(Northern Canada).

2. North of 70° North latitude between longitude 70° W and 128° W

(Northern Canada).

3. North of 70° North latitude between longitude 85° E and 114° E

(Northern Russia).

4. South of 55° South latitude between longitude 120° E and 165° E

(region south of Australia and New Zealand).

(Continued Next Page)

FAA APPROVED

2-20

U.S.

172SPHAUS-05

CESSNA

SECTION 2

MODEL 172S NAV III

OPERATING LIMITATIONS

KAP 140 AUTOPILOT

G1000 LIMITATIONS (Continued)

The COM 1/2 (split COM) function of the Audio Panel is not approved

for use. During COM 1/2 operation, transmission by one crew member

inhibits reception by the other crew member.

The fuel quantity, fuel used and fuel remaining functions of the G1000

are supplemental information only and must be verified by the pilot.

GPS

- WAAS

(Airplanes

172S9810 thru

172S10431

incorporating MK206-34-08 and not incorporating SB09-

34-06 and Airplanes

172S10432 thru

172S10467 and

172S10469 thru

172S10506 and

172S10508 thru

172S10639 and

172S10641 thru

172S10655 not

incorporating SB09-34-06)

Use of the Garmin G1000 system for GPS or WAAS navigation under

Instrument Flight Rules (IFR) requires that:

1. The airplane must be equipped with an approved and

operational alternate means of navigation appropriate to the

route being flown (NAV receiver, DME or ADF).

2. For flight planning purposes, if an alternate airport is required, it

must have an approved instrument approach procedure, other

than GPS or RNAV, that is anticipated to be operational and

available at the estimated time of arrival. All equipment required

for this procedure must be installed and operational.

3. For procedures requiring a prediction of GPS Receiver

Autonomous Integrity Monitoring (RAIM) capability for TSO-

C129a (non-WAAS) equipment (e.g. oceanic operations, U.S.

RNAV routes, European BRNAV and PRNAV, etc.), the Garmin

WAAS Fault Detection/Exclusion Prediction program

(006-

A0154-01 or later approved version) should be used to confirm

the availability of RAIM for the intended route and time of flight.

Generic prediction tools do not provide an accurate indication of

RAIM availability for the Garmin G1000 system.

4. When flight planning an LNAV/VNAV or LPV approach, the

Garmin WAAS Fault Detection/Exclusion Prediction program

(006-A0154-01 or later approved version) should be used in

addition to any NOTAMs issued from the approach.

BENDIX/KING KAP 140 2 AXIS AUTOPILOT (if installed)

Use of the Bendix/King KAP 140 Autopilot is prohibited when the Audio

Panel is inoperative (since the aural warning will not be provided when

Autopilot is disengaged).

(Continued Next Page)

FAA APPROVED

172SPHAUS-05

U.S.

2-21

SECTION 2

CESSNA

OPERATING LIMITATIONS

MODEL 172S NAV III

KAP 140 AUTOPILOT

G1000 LIMITATIONS (Continued)

TERRAIN AWARENESS AND WARNING SYSTEM

(TAWS-B) (if installed)

Use of the Terrain Awareness and Warning System (TAWS-B) to

navigate to avoid terrain or obstacles is prohibited. TAWS-B is only

approved as an aid to help the pilot to see-and-avoid terrain or

obstacles.

TAWS-B must be inhibited when landing at a location not included in

the airport database.

Use of TAWS-B is prohibited when operating using the QFE altimeter

setting (altimeter indicates 0 feet altitude when the airplane is on the

runway).

The pilot is authorized to deviate from the current ATC clearance only

to the extent necessary to comply with TAWS-B warnings.

The geographic area of the TAWS-B database must match the

geographic area in which the airplane is being operated.

Serials

172S9810 thru 172S10467 and 172S10469 thru

172S10506 and 172S10508 thru 172S10639 and 172S10641

thru 172S10655 not incorporating SB08-34-03

Flight operations are prohibited over large bodies of sea level water if

that flight is conducted under operating regulations that require a

functioning TAWS.

CAUTION

TAWS-B FORWARD LOOKING TERRAIN AVOIDANCE

(FLTA) IS NOT AVAILABLE WHEN FLYING OVER THE

OPEN OCEAN/SEA (SPECIFICALLY ANY BODY OF

WATER AT SEA LEVEL, MORE THAN 6NM FROM ANY

TERRAIN FEATURES) UNTIL TERRAIN DATABASE 08T2

OR LATER IS INSTALLED. DO NOT USE TAWS-B

INFORMATION FOR PRIMARY TERRAIN AVOIDANCE.

TAWS-B IS INTENDED ONLY TO ENHANCE

SITUATIONAL AWARENESS.

FAA APPROVED

2-22

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

EMERGENCY PROCEDURES

TABLE OF CONTENTS

Page

Introduction

3-5

Airspeeds For Emergency Operations

3-5

EMERGENCY PROCEDURES

3-6

ENGINE FAILURES

3-6

Engine Failure During Takeoff Roll

3-6

Engine Failure Immediately After Takeoff

3-6

Engine Failure During Flight (Restart Procedures)

3-7

FORCED LANDINGS

3-8

Emergency Landing Without Engine Power

3-8

Precautionary Landing With Engine Power

3-8

Ditching

3-9

FIRES

3-10

During Start On Ground

3-10

Engine Fire In Flight

3-11

Electrical Fire In Flight

3-11

Cabin Fire

3-12

Wing Fire

3-13

ICING

3-14

Inadvertent Icing Encounter During Flight

3-14

STATIC SOURCE BLOCKAGE

3-15

(Erroneous Instrument Reading Suspected)

3-15

EXCESSIVE FUEL VAPOR

3-15

Fuel Flow Stabilization Procedures

3-15

(Continued Next Page)

172SPHAUS-05

U.S.

3-1

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

TABLE OF CONTENTS (Continued)

Page

ABNORMAL LANDINGS

3-16

Landing With A Flat Main Tire

3-16

Landing With A Flat Nose Tire

3-16

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS . . .

3-17

High Volts Annunciator Comes On or

M BATT AMPS More Than 40

3-17

LOW VOLTS Annunciator Comes On Below 1000 RPM

3-19

LOW VOLTS Annunciator Comes On or

Does Not Go Off at Higher RPM

3-19

AIR DATA SYSTEM FAILURE

3-21

Red X - PFD Airspeed Indicator

3-21

Red X - PFD Altitude Indicator

3-21

ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)

FAILURE

3-21

Red X - PFD Attitude Indicator

3-21

Red X - Horizontal Situation Indicator (HSI)

3-21

VACUUM SYSTEM FAILURE

3-22

LOW VACUUM Annunciator Comes On

3-22

HIGH CARBON MONOXIDE (CO) LEVEL ADVISORY

(if installed)

3-23

CO LVL HIGH Annunciator Comes On

3-23

CO LVL HIGH Annunciator Remains On

3-23

(Continued Next Page)

3-2

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

TABLE OF CONTENTS (Continued)

Page

AMPLIFIED EMERGENCY PROCEDURES

3-24

Engine Failure

3-24

Maximum Glide

3-25

Forced Landings

3-26

Landing Without Elevator Control

3-27

Fires

3-27

Emergency Operation In Clouds

3-28

Executing A 180° Turn In Clouds (AHRS FAILED)

3-28

Emergency Descent Through Clouds (AHRS FAILED)

3-29

Recovery From Spiral Dive In The Clouds (AHRS FAILED)

3-30

Inadvertent Flight Into Icing Conditions

3-30

Static Source Blocked

3-31

Spins

3-31

Rough Engine Operation Or Loss Of Power

3-32

Spark Plug Fouling

3-32

Magneto Malfunction

3-32

Idle Power Engine Roughness

3-32

Engine-Driven Fuel Pump Failure

3-33

Excessive Fuel Vapor

3-33

Low Oil Pressure

3-34

Electrical Power Supply System Malfunctions

3-35

Excessive Rate Of Charge

3-35

Insufficient Rate Of Charge

3-36

High Carbon Monoxide (CO) Level Advisory (if installed)

3-38

Other Emergencies

3-38

Windshield Damage

3-38

172SPHAUS-05

U.S.

3-3/3-4

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

INTRODUCTION

Section 3 provides checklist and amplified procedures for coping with

emergencies that may occur. Emergencies caused by airplane or

engine malfunctions are extremely rare if proper preflight inspections

and maintenance are practiced. Enroute weather emergencies can be

minimized or eliminated by careful flight planning and good judgment

when unexpected weather is encountered. However, should an

emergency arise, the basic guidelines described in this section should

be considered and applied as necessary to correct the problem. In any

emergency situation, the most important task is continued control of the

airplane and maneuver to execute a successful landing.

Emergency procedures associated with optional or supplemental

equipment are found in Section 9, Supplements.

AIRSPEEDS FOR EMERGENCY OPERATIONS

ENGINE FAILURE AFTER TAKEOFF

Wing Flaps UP

70 KIAS

Wing Flaps 10° - FULL

65 KIAS

MANEUVERING SPEED

2550 POUNDS

105 KIAS

2200 POUNDS

98 KIAS

1900 POUNDS

90 KIAS

MAXIMUM GLIDE

68 KIAS

PRECAUTIONARY LANDING WITH ENGINE POWER

65 KIAS

LANDING WITHOUT ENGINE POWER

Wing Flaps UP

70 KIAS

Wing Flaps 10° - FULL

65 KIAS

172SPHAUS-05

U.S.

3-5

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

EMERGENCY PROCEDURES

Procedures in the Emergency Procedures Checklist portion of this

section shown in bold faced type are immediate action items which

should be committed to memory.

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF ROLL

1. Throttle Control - IDLE (pull full out)

2. Brakes - APPLY

3. Wing Flaps - RETRACT

4. Mixture Control - IDLE CUTOFF (pull full out)

5. MAGNETOS Switch - OFF

6. STBY BATT Switch - OFF

7. MASTER Switch (ALT and BAT) - OFF

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Airspeed - 70 KIAS - Flaps UP

65 KIAS - Flaps 10° - FULL

2. Mixture Control - IDLE CUTOFF (pull full out)

3. FUEL SHUTOFF Valve - OFF (pull full out)

4. MAGNETOS Switch - OFF

5. Wing Flaps - AS REQUIRED (FULL recommended)

6. STBY BATT Switch - OFF

7. MASTER Switch (ALT and BAT) - OFF

8. Cabin Door - UNLATCH

9. Land - STRAIGHT AHEAD

3-6

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

ENGINE FAILURES (Continued)

ENGINE FAILURE DURING FLIGHT (Restart Procedures)

1. Airspeed - 68 KIAS (best glide speed)

2. FUEL SHUTOFF Valve - ON (push full in)

3. FUEL SELECTOR Valve - BOTH

4. FUEL PUMP Switch - ON

5. Mixture Control - RICH (if restart has not occurred)

6. MAGNETOS Switch - BOTH (or START if propeller is stopped)

NOTE

the propeller is windmilling, engine will restart

automatically within a few seconds. If propeller has stopped

(possible at low speeds), turn MAGNETOS switch to

START, advance throttle slowly from idle and lean the

mixture from full rich as required to obtain smooth

operation.

7. FUEL PUMP Switch - OFF

NOTE

If the indicated fuel flow (FFLOW GPH) immediately drops

to zero, a sign of failure of the engine-driven fuel pump,

return the FUEL PUMP switch to the ON position.

172SPHAUS-05

U.S.

3-7

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

FORCED LANDINGS

EMERGENCY LANDING WITHOUT ENGINE POWER

1. Pilot and Passenger Seat Backs - MOST UPRIGHT POSITION

2. Seats and Seat Belts - SECURE

3. Airspeed - 70 KIAS - Flaps UP

65 KIAS - Flaps 10° - FULL

4. Mixture Control - IDLE CUTOFF (pull full out)

5. FUEL SHUTOFF Valve - OFF (pull full out)

6. MAGNETOS Switch - OFF

7. Wing Flaps - AS REQUIRED (FULL recommended)

8. STBY BATT Switch - OFF

9. MASTER Switch

(ALT and BAT)

- OFF

(when landing is

assured)

10. Doors - UNLATCH PRIOR TO TOUCHDOWN

11. Touchdown - SLIGHTLY TAIL LOW

12. Brakes - APPLY HEAVILY

PRECAUTIONARY LANDING WITH ENGINE POWER

1. Pilot and Passenger Seat Backs - MOST UPRIGHT POSITION

2. Seats and Seat Belts - SECURE

3. Airspeed - 65 KIAS

4. Wing Flaps - 20°

5. Selected Field - FLY OVER (noting terrain and obstructions)

6. Wing Flaps - FULL (on final approach)

7. Airspeed - 65 KIAS

8. STBY BATT Switch - OFF

9. MASTER Switch (ALT and BAT) - OFF (when landing assured)

10. Doors - UNLATCH PRIOR TO TOUCHDOWN

11. Touchdown - SLIGHTLY TAIL LOW

12. Mixture Control - IDLE CUTOFF (pull full out)

13. MAGNETOS Switch - OFF

14. Brakes - APPLY HEAVILY

3-8

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

FORCED LANDINGS (Continued)

DITCHING

1. Radio - TRANSMIT MAYDAY on 121.5 MHz, (give location,

intentions and SQUAWK 7700)

2. Heavy Objects (in baggage area) - SECURE OR JETTISON (if

possible)

3. Pilot and Passenger Seat Backs - MOST UPRIGHT POSITION

4. Seats and Seat Belts - SECURE

5. Wing Flaps - 20° - FULL

6. Power - ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS

NOTE

If no power is available, approach at 70 KIAS with Flaps UP

or at 65 KIAS with Flaps 10°.

7. Approach - High Winds, Heavy Seas - INTO THE WIND

Light Winds, Heavy Swells

- PARALLEL TO

SWELLS

8. Cabin Doors - UNLATCH

9. Touchdown - LEVEL ATTITUDE AT ESTABLISHED RATE OF

DESCENT

10. Face - CUSHION AT TOUCHDOWN (with folded coat)

11. ELT - ACTIVATE

12. Airplane - EVACUATE THROUGH CABIN DOORS

NOTE

If necessary, open window and flood cabin to equalize

pressure so doors can be opened.

13. Life Vests and Raft - INFLATE WHEN CLEAR OF AIRPLANE

172SPHAUS-05

U.S.

3-9

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

FIRES

DURING START ON GROUND

1. MAGNETOS Switch - START (continue cranking to start the

engine)

IF ENGINE STARTS

2. Power - 1800 RPM (for a few minutes)

3. Engine - SHUTDOWN (inspect for damage)

IF ENGINE FAILS TO START

2. Throttle Control - FULL (push full in)

3. Mixture Control - IDLE CUTOFF (pull full out)

4. MAGNETOS Switch - START (continue cranking)

5. FUEL SHUTOFF Valve - OFF (pull full out)

6. FUEL PUMP Switch - OFF

7. MAGNETOS Switch - OFF

8. STBY BATT Switch - OFF

9. MASTER Switch (ALT and BAT) - OFF

10. Engine - SECURE

11. Parking Brake - RELEASE

12. Fire Extinguisher - OBTAIN (have ground attendants obtain if not

installed)

13. Airplane - EVACUATE

14. Fire - EXTINGUISH (using fire extinguisher, wool blanket, or dirt)

15. Fire Damage

- INSPECT

(repair or replace damaged

components and/or wiring before conducting another flight)

3-10

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

FIRES (Continued)

ENGINE FIRE IN FLIGHT

1. Mixture Control - IDLE CUTOFF (pull full out)

2. FUEL SHUTOFF Valve - OFF (pull full out)

3. FUEL PUMP Switch - OFF

4. MASTER Switch (ALT and BAT) - OFF

5. Cabin Vents - OPEN (as needed)

6. CABIN HT and CABIN AIR Control Knobs - OFF (push full in)

(to avoid drafts)

7. Airspeed - 100 KIAS (If fire is not extinguished, increase glide

speed to find an airspeed, within airspeed limitations, which will

provide an incombustible mixture)

8. Forced Landing - EXECUTE (refer to EMERGENCY LANDING

WITHOUT ENGINE POWER)

ELECTRICAL FIRE IN FLIGHT

1. STBY BATT Switch - OFF

2. MASTER Switch (ALT and BAT) - OFF

3. Cabin Vents - CLOSED (to avoid drafts)

4. CABIN HT and CABIN AIR Control Knobs - OFF (push full

in) (to avoid drafts)

5. Fire Extinguisher - ACTIVATE (if available)

6. AVIONICS Switch (BUS 1 and BUS 2) - OFF

7. All Other Switches (except MAGNETOS switch) - OFF

WARNING

AFTER THE FIRE EXTINGUISHER HAS BEEN USED,

MAKE SURE THAT THE FIRE IS EXTINGUISHED

BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE

FROM THE CABIN.

8. Cabin Vents

- OPEN

(when sure that fire is completely

extinguished)

9. CABIN HT and CABIN AIR Control Knobs - ON (pull full out)

(when sure that fire is completely extinguished)

(Continued Next Page)

172SPHAUS-05

U.S.

3-11

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

FIRES (Continued)

ELECTRICAL FIRE IN FLIGHT (Continued)

IF FIRE HAS BEEN EXTINGUISHED AND ELECTRICAL POWER

IS NECESSARY FOR CONTINUED FLIGHT TO NEAREST

SUITABLE AIRPORT OR LANDING AREA

10. Circuit Breakers - CHECK (for OPEN circuit(s), do not reset)

11. MASTER Switch (ALT and BAT) - ON

12. STBY BATT Switch - ARM

13. AVIONICS Switch (BUS 1) - ON

14. AVIONICS Switch (BUS 2) - ON

CABIN FIRE

1. STBY BATT Switch - OFF

2. MASTER Switch (ALT and BAT) - OFF

3. Cabin Vents - CLOSED (to avoid drafts)

4. CABIN HT and CABIN AIR Control Knobs - OFF (push full

in) (to avoid drafts)

5. Fire Extinguisher - ACTIVATE (if available)

WARNING

AFTER THE FIRE EXTINGUISHER HAS BEEN USED,

MAKE SURE THAT THE FIRE IS EXTINGUISHED

BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE

FROM THE CABIN.

6. Cabin Vents

- OPEN

(when sure that fire is completely

extinguished)

7. CABIN HT and CABIN AIR Control Knobs - ON (pull full out)

(when sure that fire is completely extinguished)

8. Land the airplane as soon as possible to inspect for damage.

3-12

U.S.

172SPHAUS-05

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

ICING

INADVERTENT ICING ENCOUNTER DURING FLIGHT

PITOT HEAT Switch - ON

Turn back or change altitude (to obtain an outside air

temperature that is less conducive to icing)

CABIN HT Control Knob - ON (pull full out)

Defroster Control Outlets

- OPEN

(to obtain maximum

windshield defroster airflow)

CABIN AIR Control Knob - ADJUST (to obtain maximum

defroster heat and airflow)

Watch for signs of induction air filter icing. A loss of engine RPM

could be caused by ice blocking the air intake filter. Adjust the

throttle as necessary to hold engine RPM. Adjust mixture as

necessary for any change in power settings.

Plan a landing at the nearest airport. With an extremely rapid ice

build-up, select a suitable off airport landing site.

With an ice accumulation of 0.25 inch or more on the wing

leading edges, be prepared for significantly higher power

requirements, higher approach and stall speeds, and a longer

landing roll.

Leave wing flaps retracted. With a severe ice build-up on the

horizontal tail, the change in wing wake airflow direction caused

by wing flap extension could result in a loss of elevator

effectiveness.

10. Open left window and, if practical, scrape ice from a portion of

the windshield for visibility in the landing approach.

11.

Perform a landing approach using a forward slip, if necessary,

for improved visibility.

12. Approach at 65 to 75 KIAS depending upon the amount of ice

accumulation.

13. Perform landing in level attitude.

14. Missed approaches should be avoided whenever possible

because of severely reduced climb capability.

3-14

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

STATIC SOURCE BLOCKAGE

(ERRONEOUS INSTRUMENT READING SUSPECTED)

1. ALT STATIC AIR Valve - ON (pull full out)

2. Cabin Vents - CLOSED

3. CABIN HT and CABIN AIR Control Knobs - ON (pull full out)

4. Airspeed - Refer to Section 5, Figure 5-1 (Sheet 2) Airspeed

Calibration, Alternate Static Source correction chart.

EXCESSIVE FUEL VAPOR

FUEL FLOW STABILIZATION PROCEDURES

(If flow fluctuations of 1 GPH or more, or power surges

occur.)

1. FUEL PUMP Switch - ON

2. Mixture Control - ADJUST (as necessary for smooth engine

operation)

3. Fuel Selector Valve

- SELECT OPPOSITE TANK (if vapor

symptoms continue)

4. FUEL PUMP Switch - OFF (after fuel flow has stabilized)

172SPHAUS-05

U.S.

3-15

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

ABNORMAL LANDINGS

LANDING WITH A FLAT MAIN TIRE

1. Approach - NORMAL

2. Wing Flaps - FULL

3. Touchdown - GOOD MAIN TIRE FIRST (hold airplane off flat tire

as long as possible with aileron control)

4. Directional Control - MAINTAIN (using brake on good wheel as

required)

LANDING WITH A FLAT NOSE TIRE

1. Approach - NORMAL

2. Wing Flaps - AS REQUIRED

85 to 110 KIAS - Flaps UP - 10°

Below 85 KIAS - Flaps 10° - FULL

3. Touchdown - ON MAINS (hold nosewheel off the ground as long

as possible)

4. When nosewheel touches down, maintain full up elevator as

airplane slows to stop.

3-16

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS

HIGH VOLTS ANNUNCIATOR COMES ON OR M BATT

AMPS MORE THAN 40

1. MASTER Switch (ALT Only) - OFF

2. Electrical Load - REDUCE IMMEDIATELY as follows:

a. AVIONICS Switch (BUS 1) - OFF

b. PITOT HEAT Switch - OFF

c. BEACON Light Switch - OFF

d. LAND Light Switch - OFF (use as required for landing)

e. TAXI Light Switch - OFF

NAV Light Switch - OFF

STROBE Light Switch - OFF

CABIN PWR 12V Switch - OFF

NOTE

• The main battery supplies electrical power to the main

and essential buses until M BUS VOLTS decreases

below 20 volts. When M BUS VOLTS falls below 20

volts, the standby battery system will automatically

supply electrical power to the essential bus for at least

30 minutes.

• Select COM1 MIC and NAV1 on the audio panel and

tune to the active frequency before setting AVIONICS

BUS 2 to OFF. If COM2 MIC and NAV2 are selected

when AVIONICS BUS 2 is set to OFF, the COM and NAV

radios cannot be tuned.

(Continued Next Page)

172SPHAUS-05

U.S.

3-17

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

HIGH VOLTS ANNUNCIATOR COMES ON OR M BATT

AMPS MORE THAN 40 (Continued)

COM1 and NAV1 - TUNE TO ACTIVE FREQUENCY

COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will

be inoperative once AVIONICS BUS 2 is selected to OFF)

NOTE

When AVIONICS BUS 2 is set to OFF, the following items

will not operate:

Autopilot

Audio Panel

COMM 2

NAV 2

Transponder

MFD

k. AVIONICS Switch (BUS 2) - OFF (KEEP ON if in clouds)

3. Land as soon as practical.

NOTE

Make sure a successful landing is possible before

extending flaps. The flap motor is a large electrical load

during operation.

3-18

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS (Continued)

LOW VOLTS ANNUNCIATOR COMES ON BELOW 1000

RPM

1. Throttle Control - 1000 RPM

2. LOW VOLTS Annunciator - CHECK (verify annunciator is not

shown)

LOW VOLTS ANNUNCIATOR REMAINS ON AT 1000 RPM

3. Authorized maintenance personnel must do electrical system

inspection prior to next flight.

LOW VOLTS ANNUNCIATOR COMES ON OR DOES NOT

GO OFF AT HIGHER RPM

1. MASTER Switch (ALT Only) - OFF

2. ALT FIELD Circuit Breaker - CHECK IN

3. MASTER Switch (ALT and BAT) - ON

4. LOW VOLTS Annunciator - CHECK (verify annunciator is not

shown)

5. M BUS VOLTS - CHECK 27.5 V (minimum)

6. M BATT AMPS - CHECK CHARGING (+)

IF LOW VOLTS ANNUNCIATOR REMAINS ON

7. MASTER Switch (ALT Only) - OFF

8. Electrical Load - REDUCE IMMEDIATELY as follows:

a. AVIONICS Switch (BUS 1) - OFF

b. PITOT HEAT Switch - OFF

c. BEACON Light Switch - OFF

d. LAND Light Switch - OFF (use as required for landing)

e. TAXI Light Switch - OFF

NAV Light Switch - OFF

STROBE Light Switch - OFF

CABIN PWR 12V Switch - OFF (if installed)

(Continued Next Page)

172SPHAUS-05

U.S.

3-19

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

(Continued)

IF LOW VOLTS ANNUNCIATOR REMAINS ON (Continued)

NOTE

• The main battery supplies electrical power to the main

and essential buses until M BUS VOLTS decreases

below 20 volts. When M BUS VOLTS falls below 20

volts, the standby battery system will automatically

supply electrical power to the essential bus for at least

30 minutes.

• Select COM1 MIC and NAV1 on the audio panel and

tune to the active frequency before setting AVIONICS

BUS 2 to OFF. If COM2 MIC and NAV2 are selected

when AVIONICS BUS 2 is set to OFF, the COM and NAV

radios cannot be tuned.

COM1 and NAV1 - TUNE TO ACTIVE FREQUENCY

COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will

be inoperative once AVIONICS BUS 2 is selected to OFF)

NOTE

When AVIONICS BUS 2 is set to OFF, the following items

will not operate:

Autopilot

Audio Panel

COMM 2

NAV 2

Transponder

MFD

k. AVIONICS Switch (BUS 2) - OFF (KEEP ON if in clouds)

9. Land as soon as practical.

NOTE

Make sure a successful landing is possible before

extending flaps. The flap motor is a large electrical load

during operation.

3-20

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

AIR DATA SYSTEM FAILURE

RED X - PFD AIRSPEED INDICATOR

1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN

BUS 1). If open, reset (close) circuit breaker. If circuit breaker

opens again, do not reset.

2. Standby Airspeed Indicator

USE FOR AIRSPEED

INFORMATION

RED X - PFD ALTITUDE INDICATOR

1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN

BUS 1). If open, reset (close) circuit breaker. If circuit breaker

opens again, do not reset.

2. Standby Altimeter - CHECK current barometric pressure SET.

USE FOR ALTITUDE INFORMATION.

ATTITUDE AND HEADING REFERENCE SYSTEM

(AHRS) FAILURE

RED X - PFD ATTITUDE INDICATOR

1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN

BUS 1). If open, reset (close) circuit breaker. If circuit breaker

opens again, do not reset.

2. Standby Attitude Indicator

USE FOR ATTITUDE

INFORMATION

RED X - HORIZONTAL SITUATION INDICATOR (HSI)

1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN

BUS 1). If open, reset (close) circuit breaker. If circuit breaker

opens again, do not reset.

2. Non-Stabilized Magnetic Compass

- USE FOR HEADING

INFORMATION

172SPHAUS-05

U.S.

3-21

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

AMPLIFIED EMERGENCY PROCEDURES

The following Amplified Emergency Procedures provide additional

information beyond that in the Emergency Procedures Checklists

portion of this section. These procedures also include information not

readily adaptable to a checklist format, and material to which a pilot

could not be expected to refer in resolution of a specific emergency.

This information should be reviewed in detail prior to flying the airplane,

as well as reviewed on a regular basis to keep pilot’s knowledge of

procedures fresh.

ENGINE FAILURE

If an engine failure occurs during the takeoff roll, stop the airplane on

the remaining runway. Those extra items on the checklist will provide

added safety after a failure of this type.

If an engine failure occurs immediately after takeoff, in most cases, the

landing should be planned straight ahead with only small changes in

direction to avoid obstructions. Altitude and airspeed are seldom

sufficient to execute the 180° gliding turn necessary to return to the

runway. The checklist procedures assume that adequate time exists to

secure the fuel and ignition systems prior to touchdown.

After an engine failure in flight, the most important task is to continue

flying the airplane. The best glide speed, as shown in Figure 3-1,

should be established as quickly as possible. While gliding toward a

suitable landing area, an effort should be made to identify the cause of

the failure. If time permits, an engine restart should be attempted as

shown in the checklist. If the engine cannot be restarted, a forced

landing without power must be completed.

3-24

U.S.

172SPHAUS-05

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

FORCED LANDINGS

If all attempts to restart the engine fail and a forced landing is imminent,

select a suitable field and prepare for the landing as discussed under

the Emergency Landing Without Engine Power checklist. Transmit

Mayday message on 121.5 MHz giving location, intentions and squawk

7700.

Before attempting an off airport landing with engine power available,

one should fly over the landing area at a safe, but low altitude, to

inspect the terrain for obstructions and surface conditions, proceeding

as discussed in the Precautionary Landing With Engine Power

checklist.

Prepare for ditching by securing or jettisoning heavy objects located in

the baggage area and collect folded coats for protection of occupants'

face at touchdown. Transmit Mayday messages on 121.5 MHz giving

location, intentions and squawk 7700. Avoid a landing flare because of

the difficulty in judging height over a water surface. The checklist

assumes the availability of power to make a precautionary water

landing. If power is not available, use of the airspeeds noted with

minimum flap extension will provide a more favorable attitude for a

power off ditching.

In a forced landing situation, do not turn off the MASTER switch,

AVIONICS switch or STBY BATT switch until a landing is assured.

Premature deactivation of the switches will disable all airplane electrical

systems.

Before completing a forced landing, especially in remote and

mountainous areas, activate the ELT by setting the cockpit-mounted

switch to the ON position. For complete information on ELT operation,

refer to Section 9, Supplements.

3-26

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

LANDING WITHOUT ELEVATOR CONTROL

Trim for horizontal flight with an airspeed of approximately 65 KIAS and

flaps set to 20° by using throttle and elevator trim controls. Then do not

change the elevator trim control setting; control the glide angle by

adjusting power.

During the landing flare (round-out), the nose will come down when

power is reduced and the airplane may touch down on the nosewheel

before the main wheels. When in the flare, the elevator trim control

should be adjusted toward the full nose up position and the power

adjusted at the same time so that the airplane will rotate to a horizontal

attitude for touchdown. Close the throttle at touchdown.

FIRES

Improper starting procedures involving the excessive use of auxiliary

fuel pump operation can cause engine flooding and subsequent

collection of fuel on the parking ramp as the excess fuel drains

overboard from the intake manifolds. This is sometimes experienced in

difficult starts in cold weather where engine preheat service is not

available. If this occurs, the airplane should be pushed away from the

fuel puddle before another engine start is attempted. Otherwise, there

is a possibility of raw fuel accumulations in the exhaust system igniting

during an engine start, causing a long flame from the tailpipe, and

possibly igniting the collected fuel on the pavement. If a fire occurs,

proceed according to the checklist.

Although engine fires are extremely rare in flight, if a fire is

encountered, the steps of the appropriate checklist should be followed.

After completion of the checklist procedure, execute a forced landing.

Do not attempt to restart the engine.

The first sign of an electrical fire is usually the smell of burning

insulation. The checklist procedure should result in the elimination of

the fire.

172SPHAUS-05

U.S.

3-27

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

EMERGENCY OPERATION IN CLOUDS

If the engine-driven vacuum pump fails in flight, the standby attitude

indicator will not be accurate. The pilot must then rely on the attitude

and heading information

(from the AHRS) shown on the PFD

indicators. With valid HDG or GPS/NAV and blind turn coordinator

inputs, autopilot operation will not be affected.

If the AHRS unit fails in flight (red X’s shown through the PFD attitude

and heading indicators), the pilot must rely on the standby attitude

indicator and non-stabilized magnetic compass for attitude and heading

information.

The KAP 140 Autopilot will not operate in HDG, NAV, APR or REV

modes without AHRS input. Autopilot roll, altitude hold and vertical

speed operating modes are independent of AHRS operation. Refer to

Section 9, Supplement 3, for additional details on autopilot operations.

The following instructions assume that the pilot is not very proficient at

instrument flying and is flying the airplane without the autopilot

engaged.

EXECUTING A 180° TURN IN CLOUDS (AHRS FAILED)

Upon inadvertently entering the clouds, an immediate turn to reverse

course and return to VFR conditions should be made as follows:

AHRS FAILURE

1. Note the non-stabilized magnetic compass heading.

2. Using the standby attitude indicator, initiate a 15° bank left turn.

Keep feet off rudder pedals. Maintain altitude and 15° bank

angle. Continue the turn for 60 seconds, then roll back to level

flight.

3. When the compass card becomes sufficiently stable, check the

accuracy of the turn by verifying that the compass heading

approximates the reciprocal of the original heading.

4. If necessary, adjust the heading by keeping the wings level and

using the rudder to make skidding turns (the compass will read

more accurately) to complete the course reversal.

5. Maintain altitude and airspeed by cautious application of

elevator control. Keep the roll pointer and index aligned and

steer only with rudder.

3-28

U.S.

172SPHAUS-05

CESSNA

SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

EMERGENCY OPERATION IN CLOUDS (Continued)

EMERGENCY DESCENT THROUGH CLOUDS

(AHRS

FAILED)

When returning to VFR flight after a 180° turn is not practical, a descent

through the clouds to VFR conditions below may be appropriate. If

possible, obtain an ATC clearance for an emergency descent through

the clouds.

AHRS FAILURE

Choose an easterly or westerly heading to minimize non-stabilized

magnetic compass card sensitivity. Occasionally check the compass

heading and make minor corrections to hold an approximate course.

The autopilot may be engaged in ROL mode to keep the wings level

and VS mode to control rate-of-descent.

Before descending into the clouds, prepare for a stabilized descent as

follows:

1. Apply full rich mixture.

2. Turn pitot heat on.

3. Set power for a 500 to 800 feet per minute rate of descent.

4. Set the elevator trim for a stabilized descent at 80 KIAS.

5. Use the standby attitude indicator roll pointer and index to keep

wings level.

6. Check trend of compass card movement and make cautious

corrections with rudder to stop the turn.

7. Upon breaking out of clouds, resume normal cruising flight.

172SPHAUS-05

U.S.

3-29

SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

EMERGENCY OPERATION IN CLOUDS (Continued)

RECOVERY FROM SPIRAL DIVE IN THE CLOUDS (AHRS

FAILED)

AHRS FAILURE

If a spiral is entered while in the clouds, continue as follows:

1. Retard throttle to idle position.

2. Remove feet from rudder pedals.

3. Stop turn by carefully leveling the wings using aileron control to

align the roll index and roll pointer of the standby attitude

indicator.

4. Cautiously apply elevator back pressure to slowly reduce the

airspeed to 80 KIAS.

5. Adjust the elevator trim control to maintain an 80 KIAS glide.

6. Use aileron control to maintain wings level (keep roll pointer and

index aligned) and constant heading.

7. Resume Emergency Descent Through The Clouds procedure.

8. Upon breaking out of clouds, resume normal cruising flight.

INADVERTENT FLIGHT INTO ICING CONDITIONS

Flight into icing conditions is prohibited and extremely dangerous. An

inadvertent encounter with these conditions can be resolved using the

checklist procedures. The best action is to turn back or change altitude

to escape icing conditions. Set the PITOT HEAT switch to the ON

position until safely out of icing conditions.

During these encounters, an unexplained loss of engine power could

be caused by ice blocking the air intake filter or in extremely rare

instances ice completely blocking the fuel injection air reference tubes.

In either case, the throttle should be positioned to obtain maximum

RPM (in some instances, the throttle may need to be retarded for

maximum power). The mixture should then be adjusted, as required, to

obtain maximum RPM.

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SECTION 3

MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

STATIC SOURCE BLOCKED

If erroneous readings of the static source instruments

(airspeed,

altimeter and vertical speed) are suspected, the alternate static source

air valve (ALT STATIC AIR) should be pulled ON, thereby supplying

static pressure to these instruments from the cabin.

When the ALT STATIC AIR valve is ON, the maximum airspeed

variation from normal static source operation is

11 knots and the

maximum altimeter variation is 50 feet with all windows closed. Refer to

Section 5, Figure 5-1 (Sheet 2), Airspeed Calibration - Alternate Static

Source correction tables for additional details.

SPINS

Should an inadvertent spin occur, the following recovery procedure

should be used:

1. RETARD THROTTLE TO IDLE POSITION.

2. PLACE AILERONS IN NEUTRAL POSITION.

3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE

DIRECTION OF ROTATION.

4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE

THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH

TO BREAK THE STALL. Full down elevator may be required at

aft center of gravity loadings to assure optimum recoveries.

5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.

Premature relaxation of the control inputs may extend the

recovery.

6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A

SMOOTH RECOVERY FROM THE RESULTING DIVE.

NOTE

If the rate of the spin makes determining the direction of

rotation difficult, the magenta turn rate indicator at the top of

the HSI compass card will show the rate and direction of

the turn. The HSI compass card will rotate in the opposite

direction. Hold opposite rudder to the turn vector direction.

For additional information on spins and spin recovery, see the

discussion under SPINS in Normal Procedures, Section 4.

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SECTION 3

CESSNA

EMERGENCY PROCEDURES

MODEL 172S NAV III

KAP 140 AUTOPILOT

ROUGH ENGINE OPERATION OR LOSS OF POWER

SPARK PLUG FOULING

A slight engine roughness in flight may be caused by one or more spark

plugs becoming fouled by carbon or lead deposits. This may be verified

by turning the MAGNETOS switch momentarily from BOTH to either L

or R position. An obvious power loss in single magneto operation is

evidence of spark plug or magneto trouble. Since spark plugs are the

more likely cause, lean the mixture to the recommended lean setting for

cruising flight. If the problem does not clear up in several minutes,

determine if a richer mixture setting will produce smoother operation. If

not, proceed to the nearest airport for repairs using the BOTH position

of the MAGNETOS switch unless extreme roughness makes the use of

a single MAGNETO position necessary.

MAGNETO MALFUNCTION

Sudden engine roughness or misfiring is usually a sign of a magneto

problem. Changing the MAGNETOS switch from BOTH to the L and R

switch positions will identify which magneto is malfunctioning. Select

different power settings and enrichen the mixture to determine if

continued operation on BOTH magnetos is possible. If not, change to

the good magneto and continue to the nearest airport for repairs.

IDLE POWER ENGINE ROUGHNESS

(As Required by AD 2001-06-17, 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 airplane at the nearest airport for

repairs if low speed engine roughness requires you to adjust the fuel

mixture control to improve engine operation.

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MODEL 172S NAV III

EMERGENCY PROCEDURES

KAP 140 AUTOPILOT

ROUGH ENGINE OPERATION OR LOSS OF POWER

(Continued)

ENGINE-DRIVEN FUEL PUMP FAILURE

Failure of the engine-driven fuel pump will be shown by a sudden

reduction in the fuel flow indication (FFLOW GPH) immediately before

a loss of power while operating from a fuel tank containing adequate

fuel.

If the engine-driven fuel pump fails, immediately set the FUEL PUMP

switch to the ON position to restore the engine power. The flight should

be terminated as soon as practical and the engine-driven fuel pump

repaired.

EXCESSIVE FUEL VAPOR

Fuel vapor in the fuel injection system is most likely to occur on the

ground, typically during prolonged taxi operations, when operating at

higher altitudes and/or in unusually warm temperatures.

Excessive fuel vapor accumulation is shown by fuel flow indicator

(FFLOW GPH) fluctuations greater than 1 GPH. This condition, with

leaner mixtures or with larger fluctuations, can result in power surges,

and if not corrected, may cause power loss.

To slow vapor formation and stabilize fuel flow on the ground or in the

air, set the FUEL PUMP switch to the ON position and adjust the

mixture as required for smooth engine operation. If vapor symptoms

continue, select the opposite fuel tank. When fuel flow stabilizes, set

the FUEL PUMP switch to the OFF position and adjust the mixture as

desired.

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CESSNA 172S NAV III Skyhawk SP. Information Manual (2016) - page 1