Cessna Hawk XP Owner's manual

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PILOT'S · OPERATING HANOBOO · -"1~ •.
. - ·~ -
Hawk XP
CESSNA MODEL R172K
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NORTHEAST REG ION , CAP
-~-

t !
SPEED:
Maximum at Sea Level . . . . . . . . . . . . .
8ruise, 80% Power at 6000 Ft . . . . . . . . . .
CRUISE:
Reco mme nded Lean Mixtur e w ith fuel allowance for
engine start, taxi, takeof f, c limb and 45 minutes
rese rve at 45% power .
80% Pow
er at 6000 Ft . . . . Ran ge
49 Ga ll o ns Usable Fuel Time
Maximum Range at 10, 000 Ft Ran ge
49 Gallons Usable Fuel Time
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING , . . . .
TAKEOFF PERFORMANCE:
Ground Ro ll . ·. . . . .
Total Distance Over 50-Ft Obs ta cle
LANDING PERFORMANCE:
Ground Roll . . . . . . . . . . . ..
Total Distance Over 50- Ft Obstacle
ST ALL SPEED (CAS):
Flaps Up, Power Off . .
Flaps Down, Power Off .
MAXIMUM WEIGHT . .
..
STANDARD EMPTY WEIGHT:
Hawk
XP . . . . . .
Hawk
XP II .. .. .
MAXIMUM USEFUL LOAD:
H
awk XP . .. . . .
Hawk
XP ff '.. , . .-:o . ·.t ..
BAGGAGE ALLC' ,, ~--;..N tz ~ ·- . ::°J.: •
WING LOADING: ':Poun. ds/Sq Ft
POWER LOADING: Po unds / HP
FUEL CAP ACI TY: To tal .. .
OIL CAPACITY . . ... . .
ENGINE: T eledyne Continental , Fue l In jec tion
195 BHP at 2600 RPM
PROPELLER: Con stant Speed, Diameter . . .
....,, 08'1-13- RAND - 1 200 - 2/77
L
133 KNOTS
130 KNOTS
480
NM
3. 7 HRS
575 NM
6.1 HRS ·
870
FPM .
17, 000
FT
800 FT ·
1360
FT
620 fi'T
12 .' lO FT
53 KNOTS .1
46 KNOTS
2550 LBS
1549
-LBS
1573 LBS
1001 LBS
977 LBS .
200 LBS
14.7
13. 1
52 :GAL.
8 QT S
I0 -36 0- K
76 IN.
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SECTION 2
LIMIT A TIO NS
~IRSPEED LIMITATIONS
CESSNA
MODEL R172K
Airspeed limitations and their operational significance are shown
in figure 2-1.
SPEED KCAS KIAS REMARKS
VNE Never Exceed
Speed
161
163
Do not exceed this speed in
any operation.
VNO Maximum Structural 127 129
Do not exceed this speed
Cruising Speed except in smooth air,
and
then only with caution.
VA
Maneuvering Speed:
2550 Pounds 103 105
Do not make full or abrupt
2150 Pounds 94 96 control movements above
1750 Pounds 85 87 this
speed .
VFE
Maximum Fl ap Extended 84 85 Do
not exceed th is speed
Speed
with flaps down.
Maximum Window
Open
161 163 Do
not exceed this speed with
Speed
windows open.
Figure 2-1. Airspeed Limitations
:-4
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CESSNA
MODEL R172K
SECTION 2
LIMIT A TIO NS
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in figure 2-2.
KIAS VALUE
SIGNIFICANCE
MARKING
OR RANGE
46 -85 Full Fl
ap Operating Range.
Lower
White
Arc
limit is maximum weight Vs in
landing configuration. Uppe?
limit
is maximum speed permissible with
flaps extended.
54 -129 Normal Operating
Range.
Lower limit
Green Arc
is maximum weight Vs 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.
Figure 2-2. Airspeed Indicator Markings
POWER PLANT LIMITATIONS
Engine Manufacturer: Teledyne Continental.
Engine Model Number: I0-360-K.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Power: 195 BHP.
Maxim um Engine Speed: 2600 RPM.
Maximum Cylinder Head Temperature: 238°C (460°F).
Maximum Oil Temperature : 116°C (240°F).
Oil Pressure , Minimum: 10 psi.
Maximum: 100 psi.
Fuel Pressure, Minimum: 3 psi.
Maximum: 17 psi (17 gal/hr).
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: 2A34C203/90DCA-14.
Propeller Diameter , Maximum: 76 inches.
Minimum: 74.5 inches.
Propeller Blade Angle at 30 Inch Station , Low: 12.0°.
High : 25.1 °.

SECTION 2
LIMIT A TIO NS
CESSNA
MODEL R172K
POWER PLANT INSTRUMENT MARKINGS
Power I?lar:t instrument markings and their color code significance
are shown in figure 2-3.
RED LINE GREEN ARC
RED LI NE
INSTRUMENT
MINIMUM
NORMAL
MAXIMUM
LIMIT
OPERATING
LIMIT
Tachometer - - -2200 -2600
RPM
2600 RPM
Manifold Pressure -- - 15 -25 - - -
in. Hg
11
Oil Temperature - - -
100° - 240°F
240°F
Cylinder Head -- -
300° - 460°F 460°F
I
Temperature
Fuel
Flow (Pressure)
(3 psi)
4.5 -11.5 gal/hr
17 gal/hr
(17 psi)
Oil
Pressure 10 psi
30 -60 psi
100 psi
Figure 2-3. Power Plant Instrument Markings
WEIGHT LIMITS
NORMAL CATEGORY
Maximum Takeoff Weight: 2550 lbs.
Maximum Landing Weight: 2550 lbs.
Maximum Weight in Baggage Compartment:
Baggage Area 1 (or passenger on child's seat)-Station 82 to
2-6
108: 200 lbs. See note below.
Baggage Area 2 - Station 108 to 142: 50 lbs. See note below.
NOTE
The maximum combined weight capacity for baggage
areas 1 and 2 is 200 lbs.
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CESSNA
MODEL R172K
SECTION 2
LIMIT A TIO NS
UTILITY CATEGORY
Maximum Takeoff Weight: 2200 lbs.
Maximum Landing Weight: 2200 lbs .
Maximum Weight in Baggage Compartment: In the utility category, the
baggage compartment and rear seat must not be occupied.
CENTER OF GRAVITY LIMITS
NORMAL CATEGORY
Center of Gravity Range:
Forward: 35.0 inches aft of datum at 1950 lbs. or less , with straight
line variation to 41.0 inches aft of d' atum at 2550 lbs.
Aft: 47.3 inches aft of datum at all weights.
Reference Datum: Lower portion of front face of firewall.
UTILITY CATEGORY
Center of Gravity Range:
Forward: 35.0 inches aft of datum at 1950 lbs. or less, with straight
line variation to 37.5 inches aft of datum at 2200 lbs.
Aft: 40.5 inches aft of datum at all weights.
Reference Datum: Lower portion of front face of firewall.
MANEUVER LIMITS
NORMAL CATEGORY
This airplane is certificated in both the normal and utility catego-
ry. The normal category is applicable to aircraft intended for non-aero-
batic operations. These include any maneuvers incidental to normal
flying , stalls (except whip stalls), lazy eights, chandelles, and turns in
which the angle of bank is not more than 60°. Aerobatic maneuvers ,
including spins, are not approved.
UTILITY CATEGORY
This airplane is not designed for purely aerobatic flight. Howev er,
in the acquisition of various certificates such as commercial pilot , in-
strument 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.
2-7

SECTION 2
LIMITATIONS
CESSNA
:MODEL R172K
In the utility category the bag drear seat
t t b . '
gage compartment an
mus no e occupied. No aerobati roved except
those listed below: c maneuvers are app
MANEUVER
Chandelles .
Lazy Eights
Steep Turns
Spins ...
Stalls (Except Whip Stalls)
RECOMMENDED ENTRY SPEED*
110 knots
110 knots
105 knots
: Sl~w· Deceleration
. Slow Deceleration
*Abrupt use of the controls is prohibited above 105 knots .
Aerobatics that may impose high loads should not be attempted.
T~e impo.rtant thi_ng to bear in mind in flight maneuvers is that the
airp~ane is clean m aerodynamic design and will build up speed quick-
ly with the nose down . Proper speed control is an essential require-
ment for execution of any maneuver, and care should always be exer-
cised to avoid excessive speed which in turn can impose excessive
loads . In the execution of all maneuvers, avoid abrupt use of controls.
Intentional spins with flaps extended are prohibited.
FLIGHT LOAD FACTOR LIMITS
NORMAL CATEGORY
Flight Load Factors (Gross Weight -2550 lbs.):
*Flaps Up . . . . . +3.Sg, -1.52g
'<Flaps Down . . . . . . . . . . . · · · · · · . . . +3.0g
'<The
design load factors are 150% of the above, and in all
cases, the structure meets or exceeds design loads.
UTILITY CATEGORY
Flight Load Factors (Gross Weight -2200 lbs.):
*Flaps Up . . . . . . . . . · · · · · · · · · +4.4g, -1.76g
*
Flaps Down . . . . . . . . . · · · · · · · · · · · +3 . 0g
*The design load factors are 150% of the above, and in an
cases, the structure meets or exceeds design loads.
2-8
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CESSNA
MODEL R172K
SECTION 2
LIMITATIONS
KINDS OF OPERATION LIMITS
The airplane is equipped for day VFR and may be ~quipped for
night VFR and/ or IFR operations. FAR Part 91 estabhshes the . mm-
imum required instrumentation and equipment for these. ope~at~ons.
The reference to types of flight operations on the operatmg ~1m1tat1ons
placard reflects equipment installed at the time of Airworthmess Cer-
tificate issuance.
Flight into known icing conditions is prohibited.
FUEL LIMITATIONS
2 Standard Tanks: 26 U.S. gallons each.
Total Fuel: 52 U. S . gallons.
Usable Fuel (all flight conditions): 49 U.S. gallons.
Unusable Fuel: 3.0 U.S. gallons.
NOTE
To ensure maximum fuel capacity when refueling, pl~ce
the fuel selector valve in either LEFT or RIGHT pos1t10n
to prevent cross-feeding.
NOTE
Takeoff, climb and land with the fuel selector valve
handle in the BOTH position.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green) .
2-9

SECTION 2
LIMITATIONS
CESSNA
MODEL R172K
In the utility category , the baggage compartment and rear seat
must n?t be occupied. No aerobatic maneuvers are approved except
those listed below:
MANEUVER
Chandelles .
Lazy Eights
Steep Turns
Spins
Stalls (Except Whip Stalls)
RECOMMENDED ENTRY SPEED *
110
knots
110 knots
105 knots
. Slow Deceleration
. Slow Deceleration
*Abru pt use of the controls is prohibited above 105 knots.
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 quick-
ly with the nose down. Proper speed control is an essential require-
ment for execution of any maneuver, and care should always be exer-
cised to avoid excessive speed which in turn can impose excessive
loads. In the execution of all maneuvers, avoid abrupt use of controls .
Intentional spins with flaps extended are prohibited.
FLIGHT LOAD FACTOR LIMITS
NORMAL CATEGORY
Ei'light Load Factors (Gross Weight -2550 lbs.):
*Flaps Up . . . . . +3 .Sg, -1.52g
*
Flaps Down . . . . . . . . . . . . . . . . . . . . +3 .0g
*
The design load factors are 150% of the above , and in all
cases , the structure meets or exceeds design loads .
JTILITY CATEGORY
~light Load Factors (Gross Weight -2200 lbs .):
*
Flaps Up · · · · · +4.4g, -1.76g
*
Flaps Down . . . . . . . . . . . . · · · · · · · . +3.0g
*
The design load factors are 150% of the above, and in all
cases, the structure meets or exceeds design loads.
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CESSNA
MODEL R172K
KINDS OF OPERATION LIMITS
SECTION 2
LIMITATIONS
The airplane is equipped ~or day VFR and may be equipped fo~
night VFR and/ or IFR operations. FAR . Part 91 establishes the. mm-
. · d ·nstrumentation and equipment for these operat10ns.
imum require i . · l" ·t t·
The reference to types of flight operat10ns on the op~ratmg . imi a 10ns
placard reflects equipment installed at the tune of Airworthmess Cer-
tificate issuance.
Flight into known icing conditions is prohibited.
FUEL LIMITATIONS
2 Standard Tanks: 26 U.S. gallons each.
Total Fuel: 52 U.S. gallons .
Usable Fuel (all flight conditions): 49 U.S. gallons.
Unusable Fuel : 3.0 U.S. gallons.
NOTE
To ensure maximum fuel capacity when refueling, P~8'.ce
the fuel selector valve in either LEFT or RIGHT posit10n
to prevent cross-feeding.
NOTE
Takeoff, climb and land with the fuel selector valve
handle in the BOTH position.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green).
2-9

SECTION 2
LIMIT A TIO NS
CESSNA
MODEL R172K
PLACARDS
The following information is displa d . th f rm of composite or
indiv idual pla car ds . ye m e 0
(1) In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry ,
shown on the example below, will vary as the airplane is equipped .)
This a~rp~an~ must be operated in compliance with the oper-
atmg lunitat10ns as stated in the form of placards, markings ,
and manuals.
---------MAXIMUMS--------
Normal Category
MANEUVERING SPEED (!AS) . 105 knots .
GROSS WEIGHT . . . . . 2550 lbs . .
Utility Category
105 knots
2200 lbs.
FLIGHT LOAD FACTOR
Flaps Up +3.8, -1.52
Flaps Down +3.0 . . . +4.4, -1.76
+3.0
Normal Category - No acrobatic maneuvers including spins
approved.
Utility Categor y - Baggage compartment and rear seat must
not be occupied.
---. NO ACROBATIC MANEUVERS APPROVED -
EXCEPT THOSE LISTED BELOW
Maneuver Reem . Entry Speed Maneuver Reem. Entry Speed
Chandelles . 110 knots
Lazy Eights . . . . . 110 k,nots
Steep Turns . . . . . 105 knots
Spins . . . Slow Deceleration
Stalls (except
whip stalls) Slow Deceler ation
2-10
Altitude loss in stall recovery -- 160 feet.
Abrupt use of controls prohibited above 105 knots.
Spins Recover y: opposite rudder - forward elevator - neu-
tralize co ntrol s. In tentional spins with flaps extended are
prohibited . Flight into known icing co~ditio.ns prohibited .
This a irpl ane is certified for the followii:i~ flight operations
as of date of original airworthiness certificate:
DA y _ NIGHT - VFR - IFR
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CESSNA
MODEL R172K
SECTION 2
LIMITATIONS
(2) Near flap indicator :
A
VOID SLIPS WITH FLAPS EXTENDED
(3) On the fuel selector valve:
BOTH -49 GAL.
LEFT - 24 .5 GAL.
RIGHT -24.5 GAL.
(4) On the fuel selector valve:
WHEN SWITCHING FROM DRY TANK,
TURN PUMP ON HIGH MOMENTARILY.
(5) Near fuel tank filler cap:
FUEL
100/130 MIN. GRADE AVIATION GASOLINE
CAP . 26 U.S. GAL.
(6) On control lock:
CONTROL LOCK
REMOVE BEFORE STARTING ENGINE .
2-11

SECTION 2
LIMITATIONS
CESSNA
MODEL R172K
(7) In baggage compartment:
2-12
200 POUNDS MAXIMUM
BAGGAGE OR 120 L
FOR BS AUX SEAT PASSENGER
WARD OF BAGGAGE DOOR LATCH
5o
POUNDS MAXIMUM
BAGGAGE AFT OF BAGGAGE DOOR LATCH
MAXIMUM 200 POUNDS COMBINED
FOR ADDITIONAL LOADING INSTRUCTIONS
SEE WEIGHT AND BALANCE DATA
(8) Near manifold pressure/fuel flow gage:
FUEL FLOW
AT FULL THROTTLE
SL
4000 FT
8000 FT
12000 FT
2600 RPM
16 GPH
14 GPH
12 GPH
10 GPH
\'
)
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CESSNA
MODEL R172K
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Introduction . . . . . . . . . . . .
Airspeeds For Emergency Operation
OPERATIONAL CHECKLISTS
Engine Failures . . . . . . . . . . . . .
Engine Failure During Takeoff Run . . .
Engine Failure Immediately After Takeoff
Engine Failure During Flight . . . . . .
Forced Landings . . . . . . . . . . . . . .
Emergency Landing Without Engine Power
Precautionary Landing With Engine Power
Ditching . . ..... .
Fires . . . . . . . . . . .
During Start On Ground
Engine Fire In Flight
Electrical Fire In Flight
Cabin Fire
Wing Fire . . .... .
Icing .. . ... .
Inadvertent Icing Encounter
Static Source Blockage (Erroneous Instrument Reading
Suspected) . . . . . . . . . . . . . .
Landing With a Flat Main Tire . . . . . . .
Electrical Power Supply System Malfunctions
Over-Voltage Light Illuminates .....
Ammeter Shows Discharge . . . . . . .
Engine Failure
Forced Landings
AMPLIFIED PROCEDURES
Page
3-3
. 3-3
3-3
3-3
3-4
3-4
3-4
3-4
3-4
3-5
3-5
3-5
3-6
3-6
3-6
3-7
3-7
3-7
3-8
3-8
3-8
3-8
3-8
. 3-9
. 3-10
3-1

SECTION 3
CESSNA
MODEL R172K
EMERGENCY PROCEDURES
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
(1) Airspeed -- 70 KIAS (flaps UP)
65 KIAS (flaps DOWN
(2) Mixture -- IDLE CUT-OFF ).
(3)
Fuel Shutoff Valve __ OFF.
(4) Ignition Switch __ OFF. (pull out).
(5) Wing Flaps -- AS REQUIRED d)
(6)
Master Switch __ OFF. (full down recommende ·
ENGINE FAILURE DURING FLIGHT
(1) Airspeed -- 75 KIAS.
(2) Primer -- IN and LOCKED.
(3) Fuel Shutoff Valve -- ON (push full · )
(4)
Fuel Selector Valve -- BOTH. m ·
(5) Mixture -- RICH.
(6) Throttle -- 1/2 OPEN.
(7) Auxi~iary Fuel Pump -- LOW for 3-5 seconds then OFF.
(8) Igmt10n Switch -- BOTH (or START if propeller is stopped).
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
(1) Airspeed -- 70 KIAS (flaps UP).
65
KIAS (flaps DOWN).
(2)
Seat Belts and Shoulder Harnesses -- SECURE.
(3) Mixture -- IDLE CUT-OFF.
(4') Fuel Shutoff Valve -- OFF.
(5) All Switches (except master switch) -- OFF.
(6) Wing Flaps -- AS REQUIRED (full down recommended).
(7) Master Switch -- OFF.
(8) Doors -- UNLATCH PRIOR TO TOUCHDOWN .
(9) Touchdown -- SLIGHTLY TAIL LOW.
(10)
Brakes -- APPLY HEAVILY.
PRECAUTIONARY LANDING WITH ENGINE POWER
3-4
(1) Seat Belts and Shoulder Harnesses -- SECURE.
(2) Wing Flaps -- 20°.
(3)
Airspeed -- 65 KIAS.
(4) Selected Field -- FLY OVER noting terrain and obstruct·
' . d . ions
then retract flaps upon reaching a safe !J:ltitu e ~nd airspeed '
(5)
All Switches (except master and igmt10n switches) __ OF .F
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CESSNA
MODEL R172K
SECTION 3
EMERGENCY PROCEDURES
(6) Wing Flaps -- FULL DOWN (on final approach).
(7) Airspeed -- 65 KIAS .
(8) Master Switch -- OFF.
(9) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(10) Touchdown -- SLIGHTLY TAIL LOW.
(11) Ignition Switch -- OFF .
(12)
Brakes -- APPLY HEAVILY .
DITCHING
(1) Radio -- TRANSMIT MAYDAY on 121.5 MHz , giving location
and intentions.
(2) Heavy Objects (in baggage area) -- SECURE or JETTISON.
(3) Seat Belts and Shoulder Harnesses -- SECURE.
(4) Wing Flaps -- 20° -40°.
(5)
Power -- ESTABLISH 300 FT/MIN DESCENT at 55 KIAS.
(6) Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
SWELLS
NOTE
If no power is available , approach at 65 KIAS with flaps
up or at 60 KIAS with 10° flaps.
(7) Cabin Doors -- UNLATCH.
(8) Face -- CUSHION at touchdown with folded coat.
(9) Touchdown -- LEVEL ATTITUDE AT ESTABLISHED DES-
CENT .
(10)
Airplane -- EVACUATE through cabin doors. If necessary ,
open window to flood cabin to equalize pressure so doors can be
opened.
(11) Life Vests and Raft -- INFLATE.
FIRES
DURING START ON GROUND
(1) Auxiliary Fuel Pump -- OFF .
(2)
Mixture -- IDLE CUT-OFF.
(3) Parking Brake -- RELEASE.
(4) Fire Extinguisher -- OBTAIN (have ground attendants obtain if
not installed).
(5) Airplane -- EVACUATE.
(6) Fire -- EXTINGUISH.

SECTION 3
CESSNA
MODEL R172K
EMERGENCY PROCEDURES
NOTE
If sufficient ground personnel are available (and fire is
on groun~ and not too dangerous) move airplane away
t
fhromh th.e fire by pushing rearward on the leading edge of
e onzontal stabilizer.
(7) Fire D amage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight.
ENGINE FIRE IN FLIGHT
(1) Throttle -- CLOSE.
(2) Mixture -- IDLE CUT-OFF.
(3) Fuel Shu toff Valve -- OFF.
(4) Master Switch -- OFF.
(5) C~bin Heat and Air -- OFF (except overhead vents).
(6) Airsp~ed -- 10? KIAS (If fire is not extinguished , increase glide
sp.eed to fmd an airspeed which will provide an incombustible
mixture).
(7) Fo.rced Land~ng -- EXECUTE (as described in Emergency Land-
mg Without Engme Power). Do not attempt to restart engine.
ELECTRICAL FIRE IN FLIGHT
(1) Master Switch -- OFF.
(2) All Other Switches (except ignition switch) -- OFF .
(3)
Vents/Cabin Air/Heat -- CLOSED .
(4)
Fire Extinguisher -- ACTIVATE (if available).
!WARNING'
After discharging an extinguisher within a closed cabin
ventilate the cabin. '
If fire appears out and electrical power is necessary for continu-
ance of flight:
(5) Master Switch -- ON.
(6)
Circuit Breakers -- CHECK for faulty circuit, do not reset.
(7) Radi?/Electri~al ~witches -.- ON one at a time, with delay after
each until short circuit is localized.
(8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that f.
. 1 t 1 . .
ire
is comp e e y extmgmshed.
CABIN FIRE
(1) Master Switch -- OFF.
3-6
CESSNA
MODEL R172K
SECTION 3
EMERGENCY PROCEDURES
(2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).
(3) Fire Extinguisher -- ACTIVATE (if available).
!WARNING'
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
(4) Land the airplane as soon as possible to inspect for damage.
WING FIRE
(1) Navigation Light Switch -- OFF.
(2) Strobe Light Switch (if installed) -- OFF.
(3) Pitot Heat Switch (if installed) -- OFF.
NOTE
Perform a sideslip to keep the flames away from the fuel
tank and cabin, and land as soon as possible using flaps
only as required for final approach and touchdown.
ICING
INADVERTENT ICING ENCOUNTER
(1) Turn pitot heat switch ON (if installed).
(2) Turn back or change altitude to obtain an outside air tempera-
ture that is less conducive to icing.
(3) Pull cabin heat control full out to obtain maximum windshield
defroster airflow.
(4) Increase engine speed to minimize ice build-up on propeller
blades.
(5) Watch for signs of induction air filter ice and regain manifold
pressure by increasing the throttle setting.
(6) Plan a landing at the nearest airport. With an extremely rapid
ice build-up, select a suitable "off airport " landing site.
(7) With an ice accumulation of 1/ 4 inch or more on the wing lead-
ing edges, be prepared for significantly higher stall speed.
(8) Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail , the change in wing wake airflow direction caused
by wing flap extension could result in a loss of elevator effective-
ness.
(9) Open left window and, if practical , scrape ice from a portion of
the windshield for visibility in the landing approach .
3-7

SECTION 3
CESSNA
MODEL R172K
EMERGENCY PROCEDURES
(10) Perform a landing · ·f
for
. d . . . . approach using a forward sllp, i necessary ,
improve visibility.
(lal) Applrot~ch at 80 to 90 KIAS, depending upon the amount of the
ccumu a ion.
(12) Perform a landing in level att"t d
i u e.
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
( 1) A~ternate Static Source Valve -- PULL ON
~~~ ~irs~eed -- Consult appropriate calibratio~ table in Section 5 or
im ~n approac~ 3 knots faster than normal.
(3) Altitude -- Crmse and approach 25 feet higher than normal.
LANDING WITH A FLAT MAIN TIRE
(1) Approach -- NORMAL.
(2) Wing Flaps -- FULL DOWN.
(3)
Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as
long as possible with aileron control.
ELECTRICAL POWER SUPPLY SYSTEM MAL-
FUNCTIONS
OVER-VOLTAGE LIGHT ILLUMINATES
(1) Master Switch -- OFF (both sides).
(2) Master Switch -- ON.
(3) Over - Voltage Light -- OFF.
If over-voltage light illuminates again:
(4) Flight -- TERMINATE as soon as possible.
AMMETER SHOWS DISCHARGE
3-8
(1) Alternator -- OFF.
(2) Nonessential Electrical Equipment -- OFF.
(3) Flight -- TERMINATE as soon as practical.
·'
.. _
CESSNA
MODEL R172K
SECTION 3
EMERGENCY PROCEDURES
AMPLIFIED PROCEDURES
ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most impor-
tant thing to do is stop the airplane on the remaining runway. Those
extra items on the checklist will provide added safety during a failure
of this type.
Prompt lowering of the nose to maintain airspeed and establish a
glide attitude is the first response to an engine failure after takeoff. In
most cases, the landing should be planned straight ahead with only
small changes in direction to avoid obstructions. Altitude and airspeed
are seldom sufficient to execute a 180° gliding turn necessary to return
to the runway. The checklist procedures assume that adequate time
exists to secure the fuel and ignition systems prior to touchdown.
After an engine failure in flight, the best glide speed as shown in
figure 3-1 should be established as quickly as possible. While gliding
toward a suitable landing area, an effort should be made to identify the
cause of the failure . If time permits, an engine restart should be at-
tempted as shown in the checklist. If the engine cannot be restarted, a
forced landing without power must be completed.
12,000 .----r-----.---r-----r---.-----....--..----r--.--,.,..,.,,..,..
}:.?'.-'.-}·:·::··
c:: 10,000
*PROPELLER WINDMILLING
z
<{
8000
er:
er:
LU
I-
LU
6000
>
0
OJ
<{
4000
I-
WEIGHT (LBS) KIAS
I
<2
2550
75
LU
2000
I 2150
69
1750
62
0 0 2 4 6 8
10
12 14
16
18
20
GROUND DISTANCE - NAUTICAL MILES
Figure 3-1. Maximum Glide
3-9
- ----------

SECTION 3
EMERGENCY PROCEDURES
FORCED LANDINGS
CESSNA
MODEL R172K
If all attempts to t
imminent sel t ~es art .the engine fail and a forced landing is
cussed in 'the ~~e~k~~
1
;~ble fiel.d and prepare for the landing as dis-
s or engme-off emergency landings.
Before attempting a " ff . ,, . . .
able, one should dra thn ° ~irport landmg with engme power avail-
inspect the terrai f g e landi?g area at a safe but low altitude to
as discussed und: t~ c:struct~ons and surface conditions. proceeding
checklist. r e recautwnary Landing With Engine Power
Prepare for ditching b ·
ed in the baggage a ~ sec~rmg or jettisoning heavy objects locat-
pants ' face at touchdrea an Tcollect folded coats for protection of occu-
. . own. ransmit M d
g1vmg location and intenti . ay ay :1'11essage on 121.5 MHz
culty in judging height ons . Avoi d a la n dmg flare because of diffi-
over a water surface.
LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight to ·
with flaps set to 200 by using th a~t:irsp e ed of approximately 65 KIAS
do not change the elevator trim ~~nt e ~n d e~ev~tor trim control. Then
by adjusting power exclusively. ro settmg, control the glide angle
. At flareout, the nose-down moment resultin fr
is an adverse factor and the airplane may hit o~ th~~ power reduction
sequently, at flareout, the elevator trim control should o~e w~eel. Con-
ward th~ full nose-up position and the power adjusted soe ad3usted ~o
plane will rotate to the horizontal attitude for t hd that the air-
throttle at touchdown. ouc own. Close the
FIRES
. Improper starting procedures involving the excessive us .
iary f~el pump operation can cause engine flooding and subse of auxil-
puddlmg of fuel on the parking ramp as the excess fuel d . equent
board ~rom the intake ports . This is sometimes experienc~~I~s
0.ve.r-
starts
111
cold weather where preheat service is not av -1 b n difficult
occurs, the airplane should be pushed away from the tit le. If this
another engine start is attempted. Otherwise, there is~ ~~d?le . before
raw fuel accumulations in the exhaust system igniting dp . sibihty of
gme start, causing a long flame from the tailpipe and po ur.i::g 1:1-n en-
the fuel puddle on the pavement. In the event th~t this ssi ly igniting
in accor dance with the Fire During Start On Ground choccklu~s. proceed
ec ist.
3-10
.,...
I
l
l
· 1 .
'1'
~
f
l
CESSNA
MODEL R172K
SECTION 3
EMERGENCY PROCEDURES
Although engine fires are extremely rare in flight, the steps of the
a ppropriate checklist should be followed if one is encountered. After
completion of this procedure, execute a forced landing as soon as possi-
ble. Do not attempt to restart the engine.
The initial indication of an electrical fire is usually the odor of
burning insulation. The checklist for this problem should result in
elimination of the fire.
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight in marginal
weather, the directional indicator and attitude indicator will be dis-
abled, and the pilot will have to rely on the turn coordinator or the turn
and bank indicator if he inadvertently flies into clouds . The following
instructions assume that only the electrically-powered turn coordinator
or the turn and bank indicator is operative, and that the pilot is not
completely proficient in instrument flying.
EXECUTING A 180° TURN IN CLOUDS
Upon inadvertently entering the clouds, an immediate plan should
be made to turn back as follows:
(1) Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator sym-
bolic airplane wing opposite the lower left index mark for 60 se-
conds. Then roll back to level flight by leveling the miniature air-
plane.
(3) Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading .
(4)
If necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more
accurately.
(5) Maintain altitude and airspeed by cautious application of eleva-
tor control. Avoid overco ntrolling by keeping the hands off the
control wheel as much as possible and steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 180° turn,
3-11

SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
a descent through a cloud d .
If possible obtain radio cl eek to VFR conditions may be appropriate.
clouds. T~ guard against :a;a~ce f~r an emergency descent through
heading to minimize comp piral dive, choose an easterly or westerly
gles . In addition, keep ha ~s card swings due to changing bank an-
course with rudder controlnb s off tI:ie C~)Iltrol wheel and ~teer a straight
Occasionally check the co Y monito~mg the turn coordmator.
to hold an approximate compass headmg and make minor corrections
up a stabilized let-down cour;.et.. Before descending into the clouds, set
n l ion as follow s:
(1)
Reduce power to set u
(2)
Adjust the mixture P a 5 oo to 800 ft . /min. rate of descent.
(3) Adjust the elevator as ~equired f~r smooth engine operation.
75 KIAS. an rudder trim for a stabilized descent at
( 4) Keep hands off control wheel.
(5) Momtor turn coordinat d
(6) Adjust rudder trim to ;oI· an make corrections by rudder alone.
ent . e ieve un b alanced rudder force, if pres-
(7) Check trend of compass card . ·
rections with rudder to stop turn . movement and make cautious cor-
(8) Upon breaking out of 1 d
c
ou s, resume no r mal cruising flight.
RECOVERY FROM A SPIRAL DIV E
If a spiral is encountered, proceed as follows :
(1)
Close the throttle.
(2~ Stop the turn by using coordinated aileron and rud
ahfgn the symbolic airplane in the turn coordinator wit~e~hcohntrol to
re erence line. e orizon
(3) Cautiously apply elevator back pressure to slowly red h
airspeed to 75 KIAS . uce t e
(4) Adjust the elevator trim control to maintain a 75 KIAS .
(5)
~eep han?s off the control wheel, using rudder control t glide.
straight headmg. Use rudder trim to relieve unbalan d 0 hold a
force , if present. ce rudder
(~) Clear engine occasionally, but avoid using enough p
disturb the trimmed glide. ower to
(7) Upon breaking out of clouds, resume normal cruising fl'
ight.
FLIGHT IN ICING CONDITIONS
. Intentional fli~ht into known icing conditions is prohibited . .
air plane . Durmg mstrument flights, however, icing conditions in this
encountered inadve.rtently and therefor~ so~e corrective action m_ay be
required as shown m the checklists. Imtiat10n of a climb · win be
is usually the
3-12
l
l
l
r
CESSNA
MODEL R172K
SECTION 3
EMERGENCY PROCEDURES
best ice avoidance action to take; however, alternatives are descent to
warmer air or to reverse course.
STATIC SOURCE BLOCKED
If erroneous instrument readings are suspected due to water, ice, or
other foreign matter in the pressure lines going to the standard exter-
nal static pressure sources, the alternate static source valve should be
pulled on.
A calibration table is provided in Section 5 to illustrate the effect of
the alternate static source on indicated airspeeds. With the windows
and vents closed the airspeed indicator may typically read as much as
4 knots slower and the altimeter 50 feet lower in cruise. With the vents
open and heater on, these variations increase to 7 knots slower and 50
feet lower respectively. If the alternate static source must be used for
landing, airspeed errors of up to 10 knots slower with vents open and 4
knots slower with vents closed can be expected. Altimeter errors re-
main 50 feet low.
NOTE
In an emergency on airplanes not equipped with an alter-
nate static source, cabin pressure can be supplied to the
static pressure instruments by breaking the glass in the
face of the rate - of-climb indicator .
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 DI-
RECTION OF ROTATION .
(4) JUST AFTER THE RUDDER REACHES THE STOP , MOVE
THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO
BREAK THE ST ALL. Full down elevator may be required at aft
center of gravity loadings to assure optimum recoveries.
(5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs may extend the recov-
ery.
(6) AS ROTATION STOPS, NEUTRALIZE RUDDER , AND MAKE
A SMOOTH RECOVERY FROM THE RESULTING DIVE .
3-13
1
I

SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
NOTE
If disorientation precludes . . .
direction of rotati a visual determmat10n of the
coordinator or theon, the symbolic airplane in the turn
needle of th t · d' t
may be referred to f . . e urn and bank in ica or
or
this mformation.
For additional information on . .
cussion under SPINS in No
1
spms and spm recovery , see the dis-
rma Procedures (Section 4).
ROUGH ENGINE OPERATION OR LOSS OF
POWER
SPARK PLUG FOULING
A slight engine roughness in fli ht m
spark plugs becoming fouled by ca gb ayl be caused by one or more
' f' d r on or ead deposits Th . b
ven 18 by turning the ignition ·t h . . is may e
either L or R position An obvi swi c mof1entanly from BOTH to
tion is evidence of sp~rk plug
0
~~i;r:~~ t~~~~~~ingle ig~ition opera-
spark plugs are the more likely cause lean the mix~~:~mmg that
mended lean setting for cruising flight. If the roble o the recom-
~p m several minutes, determine if a richer mi~ture :t~~~s n?~ clear
uce. smoo.ther operation. If not, proceed to the nearest air wi pro-
repairs usmg the BOTH position of the ignition switch unl~ort for
roughness dictates the use of a single ignition position. ss extreme
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually eviden f
ma.gneto pro.blems. Switching from BOTH to either L or R i c~ .°
switch posit10n will identify which magneto is malfunctioningmtion
different power settmgs and enrichen the mixture to deter · g .. Select
tinued operation on BOTH magnetos is practicable If n tmm~ if con-
the good t · 0 • switch to
magne o and proceed to the nearest airport for repairs.
If ignition system malfunctions occur at high altitude and h .
power, as evidenced by roughness and possible backfiring igh
both t on one or
. .magn.e os, t~e power should be reduced as required . This c .
tio:q. is an ~ndicat10n of excessive spark plug gaps which, in turnondi-
causes arcing across the magneto points. '
3-14
r
CESSNA
MODEL R172K
SECTION 3
EMERGENCY PROCEDURES
ENGINE-DRIVEN FUEL PUMP FAILURE
Failure of the engine-driven fuel pump will be evidenced by a sud-
den reduction in the fuel flow indication prior to a loss of power , while
operating with adequate fuel in either or both fuel tanks .
In the event of an engine-driven fuel pump failure during takeoff ,
immediately hold the auxiliary fuel pump switch in the HIGH position
until the airplane is well clear of obstacles. Upon reaching a safe
altitude , and reducing power to cruise settings , placing the switch in
the LOW position will then provide sufficient fuel flow to maintain
engine operation while maneuvering for a landing.
If an engine-driven fuel pump failure occurs during cruising flight,
apply full rich mixture and hold the auxiliary fuel pump switch in the
HIGH position to re-establish fuel flow. Then the LOW position of the
fuel pump switch may be used to sustain level flight. If necessary,
additional fuel flow is obtainable by holding the pump switch in the
HIGH position. If either LOW or HIGH fuel pump switch positions
results in rough engine operation, lean the mixture as required for
smooth operation.
LOW OIL PRESSURE
If low oil pressure is accompanied by normal oil temperature, there
is a possibility the oil pressure gage or relief valve is malfunctioning.
A leak in the line to the gage is not necessarily cause for an immediate
precautionary landing because an orifice in this line will prevent a
sudden loss of oil from the engine sump. However, a landing at the
nearest airport would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil temper-
ature , there is good reason to suspect an engine failure is imminent .
Reduce engine power immediately and select a suitable forced landing
field. Use only the minimum power required to reach the desired
touchdown spot.
ELECTRICAL POWER SUPPLY SYSTEM MAL-
FUNCTIONS
Malfunctions in the electrical power supply system can be detected
by periodi c monitoring of the ammeter and over-voltage warning light;
however, the cause of these malfunctions is usually difficult to deter-
mine . A broken alternator drive belt or wiring is most likely the cause
of a ltern a tor failures, although other factors could cause the problem .
3-15

SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL R172K
A damaged or improperly adjusted voltage regulator can also cause
malfunctions. Problems of this nature constitute an electrical emer-
gency and should be dealt with immediately. Electrical power mal-
functions usually fall into two categories: excessive rate of charge
and insufficient rate of charge. The following paragraphs describe the
recommended remedy for each situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine
speeds (such as extended taxiing) the battery condition will be low
enough to accept above normal charging during the initial part of a
flight. However, after thirty minutes of cruising flight, the ammeter
should be indicating less than two needle widths of charging current.
If the charging rate were to remain above this value on a long flight,
the battery would overheat and evaporate the electrolyte at an exces-
sive rate. Electronic components in the electrical system could be ad-
versely affected by higher than normal voltage if a faulty voltage regu-
lator setting is causing the overcharging. To preclude these possibili-
ties, an over-voltage sensor will automatically shut down the alternator
and the over-voltage warning light will illuminate if the charge voltage
reaches approximately 16 volts. Assuming that the malfunction was
only momentary, an attempt should be made to reactivate the alternator
system. To do this, turn both sides of the master switch off and then on
again. If the problem no longer exists, normal alternator charging will
resume and the warning light will go off . If the light comes on again, a
malfunction is confirmed. In this event, the flight should be terminated
and/ or the current drain on the battery minimized because the battery
can supply the electrical system for only a limited period of time. If
the emergency occurs at night, power must be conserved for later use
of landing lights and flaps during landing.
INSUFFICIENT RATE OF CHARGE
If the ammeter indicates a continuous discharge rate in flight , the
alternator is not supplying power to the system and should be shut
down since the alternator field circuit may be placing an unnecessary
load on the system. All nonessential equipment should be turned off
and the flight terminated as soon as practical.
3-16
CESSNA
MODEL R172K
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
....
. ...
Introduction · · · · · · '.
Speeds For Normal Operation
CHECKLIST PROCEDURES
Preflight Inspection
Cabin · · · ·
Empennage · : .· · · · ·
Right Wing, Tra1lmg Edge
Right Wing .
Nose
Left Wing · · · · · · ·
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine
Before Takeoff . · · ·
Takeoff · · · · · · ·
Normal Takeoff
Short Field Takeoff
Enroute Climb · · · ·
Normal Climb · · · · · .' ·
Maximum Performance Climb
Cruise
Descent
Before Landing
Landing · · · · · ·
Normal Landing
Short Field Landing
Balked Landing
After Landing · ·
Securing Airplane
Starting Engine
AMPLIFIED p~OCEDURES
Page
4-3
4-3
4-5
4-5
4-5
4-5
4-5
4-5
4-6
4-6
4-6
4-6
4-7
4-7
4-8
.. 4-8
4-8
4-8
4-8
4-9
4-9
4-9
4-9
4-9
4-9
. 4-10
. 4-10
. 4-10
. 4-10
... 4-11
4-1 .

SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL R172K
TABLE OF CONTENTS (C .
ontmued)
Taxiing .....
Before Takeoff . .
Warm - Up
Magneto Check
Alternator Check
Takeoff .... . .
Power Check
Wing Flap Setti~g~
Crosswind Takeoff
Enroute Climb
Cruise . . . : : : :
Leaning With A Ces~n~ E· · · · ·.· · · · . . . . . . .
Stalls . . . . . . . . conomy Mixture In d icator (EGT)
Spins ........ · · ·
Landing ....... :
Normal Landing . .
Short Field Landing
Crosswind Landing
Balked Landing . .
Cold Weathe r O peration
Starting ... . . .
Warm-Up ... .
In Flight ... .
Hot Weather Operation
Noi . ~e Abatement ..
·'" c?·._ !
·-~if_,
.. ·~
4-2
Page
. 4-13
. 4-13
. 4-13
. 4-13
. 4-14
. 4-14
. 4-14
. 4-14
. 4-15
. 4-15
. 4-16
. 4-17
. 4-18
. 4-18
. 4-20
. 4-20
. 4-20
. 4-20
. 4-
21
. 4-21
. 4-21
. 4-22
. 4-22
. 4-22
. 4-22
,,
..
_)
"' I
...
CESSNA
MODEL R172K
SECTION 4
NORMAL PROCEDURES
INTRODUCTION
Section 4 provides checklist and amplified proce.dures for the ~on
duct of normal operation. Normal procedures associated with Optional
Systems can be found in Section 9.
SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maxi-
mum weight of 2550 pounds and may be used for any lesser weight .
However , to achieve the performance specified in Section 5 for takeoff
distance, the speed appropriate to the particular weight must be used .
Takeoff, Flaps Up:
Normal Climb Out . .... ... ..... .
Short Field Takeoff, Flaps 10°, Speed at 50 Feet
Enroute Climb , Flaps Up:
Normal . . .. . .... . .
Best Rate of Climb, Sea Level
Best Rate of Climb, 10,000 Feet
Best Angle of Climb, Sea Level
Best Angle of Climb, 10,000 Feet
Landing Approach:
Normal Approach, Flaps Up
Normal Approach, Flaps Full Down
Short Field Approach, Flaps Full Down
Balked Landing:
Maximum Power, Flaps 20° . . . . . .
Maximum Recommended Turbulent Air Penetration Speed:
2550 Lbs
2150 Lbs ..... . ....... . . .
1750
Lbs . . . . . . . . . . . . . . . .
Maximum Demonstrated Crosswind Velocity:
Takeoff and Landing . . . . . . . . . .
75-85
KIAS
60 KIAS
85-95 KIAS
81 KIAS
76 KIAS
59 KIAS
65 KIAS
65-75 KIAS
60-70 KIAS
63 KIAS
55 KIAS
105 KIAS
96 KIAS
87 KIAS
20 KNOTS
4-3
__ d

S EC TION 5
PE R FORMA NCE
CESSNA
MODEL R172K
TEMPERATURE CONVERSION CHART
120
100
80
60
t:
w
:r:
z
w
er:
:r:
<(
40
LL
(/)
w
w
er:
('.)
w
Cl 2
0
-20
4
~4~o~~~~-~2~oit~~~ o H3E§l£~ 2 ~ o fffEEili4~o ~~if ~60
DEGREES -CELSI US
F ig ur e 5-2. Temperature Conversion Ch art
'-10
·r >
CE S SNA
MO D EL R172K
S ECTION 5
PERF O RMANCE
STALL SPEEDS
CON DIT IONS:
Power
Off
NOT ES :
1. M
ax i mu m al ti tude l os s during a stall r eco very may be as much as 160 feet.
2. KI
AS values are appr oxi m ate.
MOST REARWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT FLAP
LBS
DEFLECTION oo
30°
45°
60°
KIAS KCAS KIAS KCAS KIAS KCAS KIAS
KCAS
UP
49
53 53 57 58 63 69 75
2550
10°
41
50 44 54 49
59 58
71
40°
44 46 47 49
52
55 62
65
MOST FORWARD CENTER OF GRAVITY
ANGLE OF BANK
WEIGHT FLAP
LBS
DEFLECTION oo 30°
45°
60°
KIAS KCAS KIAS KCAS KI
AS
KCAS KIAS KCAS
UP
54 56 58 60 64 67
76
79
2550
10 0
43
51
46 55
51
61
61
72
40° 46 48 49 52 55
57
65
68
)J
Fi gure 5-3. S tall Sp e ed s
5- 11

J
"Ji
'·
· ~
JI
\'
TAKEOFF DISTANC E
MAXIMUM WEIGHT 2550 LBS
CONDITIONS:
Flaps 10°
2600
RPM and Full Throttl e Prior to Brake Rel ea se
Mi x tur e Set at Pl aca rd Fu el Flow
Cowl Fl ap Open
Paved Leve
l, Dry Runway
Ze ro Wind
NOTES :
1. Short field technique as spe cifi ed in Se c tion 4.
ISHORT FIELD I
2. Decr ea se distances 10 % for ea ch 9 knots headwind. For oper at ion with tail winds up to
10 knots, incr ea se di stances by 10 % for e ach 2 knots.
3. F or opera ti on on a dry, grass runway, incre ase distances by 15 % of the "ground roll" figure.
TAKEOFF
o0c 10°c
20°c
SPEED '
PRESS
WEIGHT
KIAS
ALT
TOTAL TOTAL
TOTAL
MI X TURE S ETTIN G
PR ESS A LT
G PH
S.L. 16
2000 15
4000 14
6000
13
8000 12
3o0c
40 °c
TOTAL TOTAL
LBS
LIFT
AT
FT
GRND TO CLEAR
GRND TO CLEAR
GRND TO CLEAR GRND TO CLEAR GRND TO C LEAR
OFF
50 FT
2550 56
60
..,
TAKEOFF
WEIGHT
SPEED
KIAS
LBS
LIFT AT
OFF
50 FT
24 00
54 58
2
200
52 56
.__ __ _
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
ROLL
50 FT OBS
ROLL
50 FT OBS
ROLL 50 FT OBS ROLL
715 1225
770
1315 830 1410 895
780 1335 840 1435 905 1540 .975
855 1460 920 1570 995 1690 1070
935 1600 1010 1725 1090
1!360 1175
1025 1760 1110 1900 1195 2055 1290
1125 1945 1220 2105 1315 2280 1420
1240 2155 1340 2340 1450 2540 1565
1365 2405 1480 2615 1600 2850 1730
1510 2695 1635 2945 1770 3225 1915
Fi g ur e 5-4. Takeoff Distance (Sheet 1 of 2)
TAKEOFF DISTANCE
2400 LBS AND 2200 LBS
ISHORT FIELD I
50 FT OBS
1510
1655
1820
2005
2220
2470
2765
3115
3545
REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES .
o0c 10°c
20°c 3o0c
PRESS
ALT
TOTAL TOTAL TOTAL TOTAL
FT
GRND
TO CLEAR GRND TO CLEAR GRND TO CLEAR
GRND
TO CLEAR
ROLL
50 FT OBS
ROLL
50 FT OBS
ROLL
50 FT OBS
ROLL
50 FT OBS
S.L. 620 1070 670 1145 720 1225 775 1315
1000 680 1165 730 1250 790 1340 845 1435
2000 740 1270 800 1365 860 1465 925 1575
3000 810 1390 875 1495 945 1605 1015 1730
4000 890 1520 960 1640 1035 1765 1115 1905
5000 975 1675 1055 1805 1135 1950 1225 2110
6000 1070 1850 1160 2000 1250 2165 1350 2345
7000 1180 2050 1275 2220 1380 2410 1490 2620
8000 1305 2280 1410 2480 1525 2700 1650 2950
S.
L.
510 880 550 940 590 1005 635
107 5
1000 555 955 600 1025 645 1095 690 1175
2000
60 5 1040 655 1115
705
1195
755
1280
3000
660 1135
715 1215
770
1305 825 1400
4000
725 1240 780 1330 840 1430 905 1535
5000
795 1355 855 1460 925 1570 995 1690
6000 870 1490 940 1605 1015 1730 1095 1865
7000 955 1645 1035 1770 1115 1915 1205 2065
8000 1055 1815 1140 1965 1230 2125 1330 2300
Figu re 5-4. Tak e off Distanc e (Sheet 2 of 2)
ROLL
50 FT OBS
960
162 5
1050 ·1780
1150 1960
1265 2165
1390 2405
1530 2685
1690 3015
1870 3415
2075 3920
4o0c
TOTAL
GRND
TO CLEAR
ROLL
50 FT OB S
835 1410
910 1540
995 1690
1095 1860
1200 2055
13
20
2 28 0
14 55
2540
1610 2850
1780 3225
680
11 50
740 1255
8
10
13 70
890 1500
975 16
50
1070 1 82 0
1175 2010
1295 2235
1430 2495
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SECTION 5
PERFORMANCE
CONDITIONS:
Flaps Up
2600
RPM
Full Throttle
Mixture Set at Placard Fuel Flow
Cowl Flap
Open
RA TE OF CLIMB
[MAXIMUM
CESSNA
MODEL R172K
MIXTURE SETTING
PRESS ALT
GPH
S.L.
16
4000 14
8000
12
12,000 10
-
WEIGHT
PRESS
CLIMB RATE
OF CLIMB - FPM
LBS
2550
I
,,,
- 14
ALT
FT
S.L.
2000
4000
6000
8000
10,000
12,000
SPEED
KIAS
-20°c
o0c
81 . 1040 945
80 925 830
79
810 720
78
695 615
77 585 505
76
480 400
75 370 295
Figure 5-5. Rate of Climb
20°c
40°c
845 750
740 650
635 545
530 445
425 345
320 - - -
220 - - -
CESSNA
MODEL R172K
7
SEC T ION 5
PERFORMANCE
TIME, FUEL, ~ND DISTANCE TO CLIMB
IMAXIMUM RATE OF CLIMB I
CONDITIONS:
flaps Up
2600 RPM
Full Throttle
Mixture
Set at Placard Fuel Flow
Cowl Flap
Open
Standa rd Temperature
NOTES:
MIXTURE SETTING
PRESS ALT
GPH
S.L. 16
4000 14
8000 12
12,000 10
1. Add 1.4 gallons of fuel for engine st.art, taxi and takeoff allowance.
2.
Increase time, fuel and distance by 10% for each 10°c above standard temperature.
3. Distances shown are based on zero wind.
PRESSURE CLIMB RATE
OF
FROM SEA LEVEL
WEIGHT
ALTITUDE
TEMP
SPEED CLIMB
LBS
FT
oc
KIAS FPM
TIME FUEL USED DISTANCE
MIN GALLONS NM
2550 S.
L. 15
81
870 0 0 0
1000
13
80 825 1 0.3 2
2000
11
80 780 2 0.6 3
3000 9 79 735 4 1.0 5
4000 7
79
690 5 1.3 7
5000 5
79
645 7 1.6 9
6000 3
78
600 8 2.0
11
7000 1
78
555
10
2.4 14
8000 - 1 77 510
12
2.7 16
9000
-3
77 465 14 3.2
19
10,000 - 5
76 420 16 3.6 23
11,000
-7
76
375 19 4.0 26
12 ,000
-9
75 330 22 4.5
31
Figure 5-6. Time, Fuel, and Distance to Climb ( Sheet 1 of 2)
5-15
r \

I
SECTION 5
PERFORMANCE
CE:SSNA
MODEL R172K
TIME, FUE , L, AND DISTANCE TO CLIMB
CONDITIONS:
Flaps Up
2600
RPM
Full Throttle
NORMAL CLIMB -
Mixture Set at Placard Fuel Flow
Cowl Flap Open
Standard Temperature
NOTES:
KIAS . ]
MIXTUR E SETTING
PRESS ALT
GPH
S.L.
16
4000
14
8000
12
12,000 10
1. Add 1.4 gallons of f uel for · en gine start, taxi ;iro j takeoff allowance.
2. Increase time, fuel and di stance by 10 % for each 10°c above standard temperature.
3. Di
stances shown are based on zero wind.
PRESSURE RATE OF FROM SEA
LEVEL
WEIGHT
ALTITUDE
TEMP CLIMB
LBS
FT
oc
FPM
TIME
FUEL USED DISTANCE
MIN
GALLONS
NM
2550 S. L.
15 860 0 0 0
I ;
1000
13 805 1
O}
I 2
2000
11 755 3 0.6 4
3000 9 700 4 1.0 6
4000 7 645 5 1.3 8
5000 5 595 7 1.7
11
6000 3 540 9 2
.1
14
7000 1 485
11
2.5
17
8000 - 1 435
13
3.0 20
9000
-3
380 16 3.5 25
10,000
-5 325 18
4. 0 30
11 ,000
-7 275
22
4.6 36
' 12,000
-9
220 26 5
.3
(
Figure 5-6. Time , Fuel, an d Distance to Climb (Sheet 2 of 2)
-5-16
.
CESSNA
MODEL R172K
CRUISE PERFORMANCE:
PRESSURE ALTITUDE 2000 FEET
CONDITIONS:
2550 Pounds
Recommended
Lean Mixture
Cowl Flap Closed
20°c BELOW
STANDARD TEMP
_9oc
%
RPM
MP
KTAS GPH
BHP
2600 24 - - ---- - - -
23 78 122
11.1
22 . 73 118
10 .3
21
68 114 9.6
-
2500 25 - - - - - - ---
24
80 122
11 .2
· ;r .j
75 J
19
10.6
22
70
.16 9.9
2400 25
79
122
11 .2
24
74 .119 10.5
23 70 ·i16 9.9
22
65
1 ;;t
9.2
2300 25 74 119 10.5
24 70 116 9.9
23 • 65
112"
9.2
22
61
108 8.
6-
2200 25 69
11 5 9.8
24 65 • 112 9.2
22 61 108 8.6
I
22-
57
104
8.1
21
52 99
7..6
20 48
94 7.0
19 44 88 6.5
NOTE
For best fuel economy at 70% power or
less, op-
erate at 1
GPH leaner than shown in this chart
or at
peak EGT if an EGT indicator is installed.
STANDARD
20°c ABOVE .
TEMPERATURE STANDARD
TEMP
11°c
31°c
%
01
KTAS GPH
10
KTAS .
GPH
BHP BHP
81
126 11.4 78 127 11.0
76
122 10.7
73 123
10.~
71
119 10.0 68 119
o.8
65 114 9.3
63
114I
9, 0
I
81
126 11.5
79 12 ? 11."I
77
123 10 .8 74 12
(4
10 .5
72 120 10.2 70 120 9.9
67
l16
9.5 65 116 9.2
76
123
10 .8 74 123 10.4
72 . 120 10.2 69
12 0 9.8 .
67 116 9.5 65 116 9.2
63 . 112 8.9
61
112 8.6
72 119
10.1 69 120 9.8
67 116 9.5 65
H6 9.2
63· 11? 8.9
61
I ·112 8.7
10 9 108
8 ~
57
1.07 8.1
67
115 9.4 64 115
9.1
63 .
112.
8.9
61
~ 111
8.6
I ~ ---
·;1lJ1l
8.~ )
57
1) 7
8.1
1 02 55 -103 /
,/j
53
7.6
51
98 7.3 49
S7
7.1
47
93 6.8 45
91 6.6
43
87
6.3 41
86 "'.2
~J ._ ~ I
F ·g ure 5-7.
Cruise Perforrnanc,£, (Sheet ) /
I
/
/ /
( f~
I