Cessna 172 P Owner's manual

CESSNA MODEL 172 P
Dreamfleet 2000
POH
THIS MANUAL IS INTENDED FOR
FLIGHT SIMULATION USE ONLY. NO
RESPONSIBILITY FOR TYPOGRAPHIC
OR OTHER ERRORS IS TAKEN.

FOREWORD
FLIGHT SIMULATION USE ONLY
FOREWORD
I would like to extend my compliments and thanks to Alex
Franzen, who expended a great deal of time and talent to
produce this manual, based on the actual C-172P POH, for
the DF2000 / FSD Cessna 172P.
It is an outstanding effort! This manual is intended for use
along with the detailed documentation originally provided
with our C-172P panel, and also makes reference to certain
features of our panel.
It is people such as Alex who make this hobby the great one
that it is, and we all hope you enjoy many happy hours
flying the 172, with this manual as your guide.
Happy Flying!
Louis J Betti
Executive Director - DreamFleet 2000

SECTION 1
TABLE OF CONTENTS
•Introduction
•Performance-Specifications
•Dimensions
•Descriptive Data
-Engine
-Propeller
-Fuel
-Oil
-Maximum Certificated Weight
-Standard Airplane Weight
1
1
2
3
3
3
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3
4
4
FLIGHT SIMULATION USE ONLY
GENERAL INFORMATION
TOC
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INTRODUCTION
This handbook includes the
material required to be furnished to the pilot by CAR Part 3. Section 1 provides basic data and information of general interest.
PERFORMANCE-SPECIFICATIONS
SPEED:
Maximum at sea level
Cruise, 75% power at 8000 ft
CRUISE: Recommended lean mixture with fuel allowance
for engine start, takeoff, climb and 45 minutes reserve
75% power at 8000 ft
40 gallons usable fuel
75% power at 8000 ft
50 gallons usable fuel
75% power at 8000 ft
62 gallons usable fuel
Maximum Range at 10000 ft
40 gallons usable fuel
Maximum Range at 10000 ft
50 gallons usable fuel
Maximum Range at 10000 ft
62 gallons usable fuel
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING
TAKEOFF PERFORMANCE
Ground Roll
Total Distance Over 50-ft Obstacle
LANDING PERFORMANCE (KCAS)
Ground Roll
Total Distance Over 50-ft Obstacle
STALL SPEESDS (KCAS)
Flaps Up, Power Off
Flaps Down, Power Off
MAXIMUM WEIGHT
Ramp
Takeoff or Landing
STANDARD EMPTY WEIGHT
Skyhawk
Skyhawk II
MAXIMUM USEFUL LOAD
Skyhawk
Skyhawk II
BAGGAGE ALLOWANCE
WING LOADING: Pounds/Sq Ft
POWER LOADING: Pounds/HP
FUEL CAPACITY
Standard Tanks
Long Range Tanks
Integral Tanks
PROPELLER: Fixed Pitch, Diameter
123 Knots
120 Knots
440 NM
3.8 HRS
585 NM
5.0 HRS
755 NM
6.4 HRS
520 NM
5.6 HRS
680 NM
7.4 HRS
875 NM
9.4 HRS
700 FPM
13000 FT
890 FT
1625 FT
540 FT
1280 FT
51 Knots
46 Knots
2407 LBS
2400 LBS
1414 LBS
1440 LBS
993 LBS
967 LBS
120 LBS
13.8
15.0
43 GAL
54 GAL
68 GAL
75 IN
NOTE:
The performance figures are
based on the indicated weights,
standard atmospheric conditions,
level, hard-surface, dry runways
and no wind. They are calculated
values derived from flight tests
conducted by the Cessna Aircraft
Company under carefully
documented conditions and will
vary with individual airplanes
and numerous factors affecting
flight performance.
FLIGHT SIMULATION USE ONLY
GENERAL INFORMATION
PAGE 1
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DIMENSIONS
8‘-9 1/2‘‘
5‘-4.15‘‘
26‘-11‘‘
11‘-4‘‘
75‘‘ max
36‘-0‘‘
8‘-4 1/2‘‘
NOTES:
1. Wing span shown with strobe
lights installed.
2. Maximum height shown with
nose gear depressed, all tires
and nose strut properly
inflated and flashing beacon
installed
3. Proper ground clearance is
11 3/4‘‘
4. Wing area is 174 square feet
5. Minimum turning radius is
25‘-5 1/2‘‘
FLIGHT SIMULATION USE ONLY
GENERAL INFORMATION
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DESCRIPTIVE DATA
ENGINE
- Number of engines: 1
- Engine Manufacturer: Avco
Lycoming
- Engine Model Number: O-320-
D2J
- Engine Type: Normally
aspirated, direct-drive, air-cooled,
horizontally opposed, carburetor
equipped, four-cylinder engine
with 319.8 cu.in. displacement
- Horsepower Rating and Engine
Speed: 160 rated HP at 2700 RPM
PROPELLER
- Propeller Manufacturer:
McCauley Accessory Division.
- Propeller Model Number:
1C160/DTM7557
- Number of Blades: 2
- Propeller Diameter, Maximum:
75 inches, Minimum: 74 inches.
- Propeller Type: Fixed Pitch
FUEL
Approved Fuel Grades:
100LL Grade Aviation Fuel (Blue)
100 (Formerly 100/130) Grade Aviation Fuel (Green)
Fuel Capacity:
Standard Tanks:
Total Capacity: 43 gallons
Total Capacity Each Tank: 21.5 gallons
Tatoal Usable: 40 gallons.
Long Range Tanks:
Total Capacity: 54 gallons
Total Capacity Each Tank: 27 gallons
Tatoal Usable: 50 gallons.
Integral Tanks:
Total Capacity: 68 gallons
Total Capacity Each Tank: 34 gallons
Tatoal Usable: 62 gallons.
NOTE:
Isopropyl alcohol or ethylene
glycol monomethyl ether may be
added to the fuel supply.
NOTE:
To ensure maximum fuel capacity
when refueling and minimize
cross-feeding when parked on a
sloping durface, place the fuel
selector valve in either LEFT or
RIGHT position.
OIL
Oil Grade (Specififications):
MIL-L-6082 Aviation Grade
Straight Mineral Oil: Use to
replenish supply during first 25
hours and at the forst 25-hour
oil change. Continue to use until
a total of 50 hours has
accumulated or oil consumption
has stabilized. MIL-L-22851
Ashless Dispersant Oil: This oil
must be used after first 50 hours
or oil consumption has stabilized.
FLIGHT SIMULATION USE ONLY
GENERAL INFORMATION
PAGE 3
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MAXIMUM CERTIFICATED WEIGHT
-Ramp
Normal Category: 2407 lbs
Utility Category: 2107 lbs
-Takeoff
Normal Category: 2400 lbs
Utility Category: 2100 lbs
-Landing
Normal Category: 2400 lbs
Utility Category: 2100 lbs
NOTE:
The maximum combined weight
capacity for baggage areas 1 and
2 is 120 lbs
STANDARD AIRPLANE WEIGHT
-Standard empty weight:
Skyhawk: 1414 lbs
Skyhawk II: 1440 lbs
-Maximum useful load:
Skyhawk
Normal Category: 993 lbs
Utility Category: 693 lbs
Skyhawk II
Normal Category: 967 lbs
Utility Category: 667 lbs
FLIGHT SIMULATION USE ONLY
GENERAL INFORMATION
PAGE 4
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FLIGHT SIMULATION USE ONLY
LIMITATIONS
TOC
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
SECTION 2
TABLE OF CONTENTS
•Airspeed Limitations
•Airspeed Indicator Markings
•Power Plant Limitations
•Power Plant Instrument Markings
•Weight Limits
-Normal Category
-Utility Category
•Center Of Gravity Limits
-Normal Category
-Utility category
•Maneuver Limits
-Normal Category
-Utility Category
•Flight Load Factor Limits
-Normal Category
-Utility Category
•Kinds of Operational Limits
•Fuel Limitations
1
1
2
2
3
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3
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4
4
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5
5

AIRSPEED LIMITATIONS
Airspeed Limitations and their
operational significance are
shown in figure 2-1. Maneuvering
speed shown apply to normal
category operations. The utility
category maneuvering speed is
102 KIAS at 2100 pounds.
Figure 2-1. Airspeed Limitations
AIRSPEED INDICATOR MARKINGS
Airspeed Indicator markings and
their color code significance areshown in figure 2-2.
33 - 85
44 - 127
127 - 158
158
White Arc
Green Arc
Yellow Arc
Red Line
MARKING KIAS VALUE SIGNIFICANCE
OR RANGE
Full Flap Operating Range. Lower
limit is maximum weight V in
landing configuration. Upper limit
is maximum speed permissible with
flaps extended.
Normal Operating Range. Lower limit
is maximum weight V at most forward
C.G. with flaps retracted. Upper limit
is maximum structural cruising speed.
Operating must be conducted with
aution and only in smooth air.
Maximum speed for all operations.
S0
S
Figure 2-2. Airspeed Indicator Makings
FLIGHT SIMULATION USE ONLY
LIMITATIONS
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Do not exceed this speed
in any operation
Do not exceed this speed
except in smooth air, and
then only with caution
Do not make full or abrupt
control movements above
this speed
Do not exceed this speed
with flaps down
Do not exceed this speed
with windows open
158
127
99
92
82
110
85
158
152
123
97
91
81
108
84
152
Never Exceed Speed
Maximum Structural
Cruising Speed
Maneuvering Speed:
2400 Pounds
2000 Pounds
1600 Pounds
Maximum Flaps Extended
Speed:
10° Flaps
10° - 30° Flaps
Maximum Window Open
Speed
V
V
V
V
SPEED KCAS KIAS REMARKS
NE
NO
A
FE

POWER PLANT LIMITATIONS
-Engine Manufacturer:
Avco Lycoming.
-Engine Model Number:
O-320-D2J.
-Maximum Power:
160 BHP rating.
-Engine Operating Limits or
Takeoff and continous
Operations:
Maximum Engine Speed:
2700 RPM.
Maximum Oil Temperature:
245°F (118°C).
-Oil Pressure
Minimum: 25 psi.
Maximum: 115 psi.
-Fuel Grade: See Fuel
Limitations.
-Oil Grade (Specification):
MIL-L-6082 Aviation Grade
Streight Mineral Oil or MIL-
L-22851 Ashless Dispersant
Oil.
-Propeller Manufacturer:
McCauley Accessory
Division.
Propeller Model Number:
1C160/DTM7557.
-Propeller Diameter,
Maximum: 75 inches.
Minimum: 74 inches.
NOTE:
The static RPM range at full
throttle (carburetor heat off
and mixrure leaned to maximize
RPM) is 2300 tp 2420 RPM.
POWER PLANT INSTRUMENT MARKINGS
Power plant instrument markings
and their color code significance
are shown in figure 2-3
Figure 2-3 Power Plant Instrument Markings
Tachometer:
Sea Level
5000 Feet
10000 Feet
Oil Temperature
Oil Pressure
Fuel Quantity
(Standard
Tanks)
Fuel Quantity
(Long Range
Tanks)
Fuel Quantity
(Integral
Tanks)
Suction
- - -
- - -
25 psi
E
(1.5 gal. Unusable
Each Tank)
E
(2.0 gal. Unusable
Each Tank
R
(3.0 gal. Unusable
Each Tank)
- - -
2100-2450 RPM
2100-2575 RPM
2100-2700 RPM
100°-245°F
60-90 psi
- - -
- - -
- - -
4.5 - 5.5 in. Hg
2700 RPM
245°F
115 psi
- - -
- - -
- - -
- - -
INSTRUMENT
RED LINE GREEN ARC RED LINE
MINIMUM NORMAL MAXIMUM
LIMIT OPERATING LIMIT
FLIGHT SIMULATION USE ONLY
LIMITATIONS
PAGE 2
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WEIGHT LIMITS
NORMAL CATEGORY
-Maximum Ramp Weight:
2407 lbs.
-Maximum Takeoff Weight:
2400 lbs.
-Maximum Landing Weight:
2400 lbs.
-Maximum Weight in Baggage
Compartment:
Baggage Area 1 (or passenger
on child‘s seat) - Station 82
tp 108: 120lbs. See following
note.
Baggage Area 2 - Station 108
to 142: 50 lbs. See following
note.
UTILITY CATEGORY
-Maximum Ramp Weight:
2107 lbs.
-Maximum Takeoff Weight:
2100 lbs.
-Maximum Landing Weight:
2100 lbs.
-Maximum Weight in Baggage
Compartment:
In the utility category, the
baggage compartement and
rear seat must not be
occupied.
NOTE:
The maximum combined weight
capacity for baggage
areas 1 and 2 is 120 lbs.
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
39.5 inches aft of datum at
2400 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
36.5 inches aft of datum at
2100 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
category. The normal category is
applicable to aircraft intended
for non-aerobatic operations.
These include any maneuvers
incidental to normal flying,
stalls (except whip stalls), lazy
eights, chandelles, and turns in
which the angle of bank is not
more than 60°. Aerobatic
maneuvers, including spins,
are not approved.
FLIGHT SIMULATION USE ONLY
LIMITATIONS
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UTILITY CATEGORY
This airplane is not designed for
purely aerobatic flight. However,
in the aquisition of various
certificates such a 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
baggage compartment and rear
seat must not 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*
105 knots
105 knots
95 knots
Slow Deceleration
Slow Deceleration
*Abrupt use of the controls is prohibited above 99 knots
Aerobatics that may impose high
loads should not be attempted.
The important thing to bear in
mind in flight maneuveres is that
the airplane is clean in
aerodynamic design and will buils
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
the controls. Intentional spins
with flaps extended are
prohibited.
NORMAL CATEGORY
Flight Load Factors (maximum Takeoff Weight - 2400 lbs):
*Flaps Up +3.8g, -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 (maximum Takeoff Weight - 2100 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.
FLIGHT LOAD FACTOR LIMITS
FLIGHT SIMULATION USE ONLY
LIMITATIONS
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KINDS OF OPERATIONAL LIMITS
The airplane is equipped for day
VFR and may be equipped for
night VFR and/or IFR operations.
FAR Part 91 establishes the
minimum required
instrumentation and equipment
for these operations. The refer-
ence to types of flight operations
on the operating limitations
placard reflects equipment
installed at the time of
Airworthiness Certificate issuance.
Flights into known icing
conditions is prohibited.
FUEL LIMITATIONS
NOTE:
To ensure maximum fuel capacity
when refueling and minimize
cross-feeding when parked on a
sloping surface, place the fuel
selector valve either LEFT or
RIGHT position.
Takeoff and land with the fuel
selector valve handle in the BOTH
position
Maximum slip or skid duration
with one tank dry: 30 seconds.
With 1/4 tank or less, prolonged
imcoordinated flight is prohibited
when operating on either left or
right tank in level flight.
Fuel remaining in the tank after
the fuel quantity indicator reads
empty (red line) cannot be safely
used in flight.
Fuel Capacity:
Standard Tanks:
Total Capacity: 43 gallons
Total Capacity Each Tank: 21.5 gallons
Tatal Usable: 40 gallons
Long Range Tanks:
Total Capacity: 54 gallons
Total Capacity Each Tank: 27 gallons
Tatal Usable: 50 gallons
Integral Tanks:
Total Capacity: 68 gallons
Total Capacity Each Tank: 34 gallons
Tatal Usable: 62 gallons
FLIGHT SIMULATION USE ONLY
LIMITATIONS
PAGE 5
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FLIGHT SIMULATION USE ONLY
EMERGENCY PROCEDURES
TOC
SECTION: | 1 | 2 | 3 | 4 | 5 | 6 | SUPP |
SECTION 3
TABLE OF CONTENTS
•Introduction
•Airspeeds for Emergency Procedures
•Engine Failures
-Engine Failure during Takeoff Run
-Engine Failure immediately after T/O
-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
•Landing with a Flat Main Tire
•Electrical Power Supply System Malfunctions
-Ecxessive rate of Discharge
-Low-Voltage Light illuminates
•Icing
-Inadverted Icing Encounter
-Static Source Blockage
1
1
1
1
2
2
2
3
3
4
4
4
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5
5
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6
6

INTRODUCTION
AIRSPEEDS FOR EMERGENCY OPERATION
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
[1] Throttle --- IDLE
[2] Brakes --- APPLY
[3] Wing Flaps --- RETRACT
[4] Mixture --- IDLE CUT-OFF
[5] Ignition Switch --- OFF
[6] Master Switch --- OFF
ENGINE FAILURE IMMEDIATELY AFTER
TAKEOFF
[1] Airspeed --- 65 KIAS (flaps up)
60 KIAS (flaps down)
[2] Mixture --- IDLE CUT-OFF
[3] Fuel Selector Valve --- OFF
[4] Ignition Switch --- OF
[5] Wing Flaps --- AS REQUIRED
[6] Master Switch --- OFF
This Section provides checklists
and amplified procedures for
coping with emergencies that
might occur. Emergencies caused
by airplane or engine
malfunctions are extremely rare
if proper preflight inspections
and maintainance are practiced.
Enroute weather emergencies can
be minimized or eliminated by
careful flight planning and good
judgement 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. •
Engine Failure After Takeoff:
Wing Flaps Up
Wing Flaps Down
Maneuvering Speed:
2400 Lbs
2000 Lbs
1600 Lbs
Maximum Glide
Precautionary Landing With Engine Power
Landing Without Engine Power:
Wing Flaps Up
Wing Flaps Down
65 KIAS
60 KIAS
99 KIAS
92 KIAS
82 KIAS
65 KIAS
60 KIAS
65 KIAS
60 KIAS
FLIGHT SIMULATION USE ONLY
EMERGENCY PROCEDURES
PAGE 1
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ENGINE FAILURE DURING FLIGHT
[1] Airspeed --- 65 KIAS
[2] Carburetor Heat --- ON
[3] Fuel Selevtor Valve --- BOTH
[4] Mixture --- RICH
[5] Ignition Switch --- BOTH
[6] Primer --- IN and LOCKED
FORCED LANDINGS
EMERGENCY LANDING WITHOUT
ENGINE POWER
[1] Airspeed --- 65 KIAS (flaps up)
60 KIAS (flaps down)
[2] Mixture --- IDLE CUT-OFF
[3] Fuel Selector Valve --- OFF
[4] Igition Switch --- OFF
[5] Wing Flaps --- AS REQUIRED
(30° recommended)
[6] Master Switch --- OFF
[7] Doors --- UNLATCH PRIOR
TO TOUCHDOWN
[8] Touchdown --- SLIGHTLY TAIL LOW
[9] Brakes --- APPLY HEAVILY
PRECAUTIONARY LANDING WITH
ENGINE POWER
[1] Wing Flaps --- 20°
[2] Airspeed --- 60 KIAS
[3] Selected Field --- FLY OVER, noting terrain
and obstruction then retract
flaps upon reaching a safe
altitude and airspeed
[4] Avionics Power Switch
and Electrical Switches --- OFF
[5] Wing Flaps --- 30° (on final approach)
[6] Airspeed --- 60 KIAS
[7] Master Switch --- OFF
[8] Doors --- UNLATCH PRIOR
TO TOUCHDOWN
[9] Touchdown --- SLIGHTLY TAIL LOW
[10] Ignition Switch --- OFF
[11] Brakes --- APPLY HEAVILY
FLIGHT SIMULATION USE ONLY
EMERGENCY PROCEDURES
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DITCHING
[1] Radio --- TRANSMIT MAYDAY on
121.5 MHz, giving location
and intentions and
SQUAWK 7700
[2] Heavy Objects) --- SECURE OR JETTISON
[3] Approach
High Winds, Heavy Seas --- INTO THE WIND
Lgt. Winds, Heavy Swells --- PARALLEL TO SWELLS
[4] Wing Flaps --- 20° - 30°
[5] Power --- ESTABLISH 300 FT/MIN
DESCENT AT 55 KIAS
[6] Cabin Doors --- UNLATCH
[7] Touchdown --- LEVEL ATTITUDE AT EST.
RATE OF DESCENT
[8] Face --- CUSHION at touchdown
with folded coat
[9] Airplane --- EVACUATE through cabin
doors.
[10] Life Vests and Raft --- INFLATE
FIRES
DURING START ON GROUND
[1] Cranking --- CONTINUE to get a start...
A. If engine starts
[2] Power --- 1700 RPM for a few minutes
[3] Engine --- SHUTDOWN and inspect
for damage
B. If engine fails to start
[4] Throttle --- FULL OPEN
[5] Mixture --- IDLE CUT-OFF
[6] Cranking --- CONTINUE
[7] Fire Extinguisher --- OBTAIN (have ground
attendants obtain if not
installed)
[8] Engine --- SECURE
a. Master Switch --- OFF
b. Ignition Switch --- OFF
c. Fuel Selector Valve --- OFF
[9] Fire --- EXTINGUISH using fire
extinguisher, wool blanket
or dirt
[10] Fire Damage --- INSPECT
REMEMBER:
Mayday 121.5 MHz
Squawk 7700
If necessary, open window and
flood the cabin to equalize
pressure so doors can be
opened.
...which would suck the flames
and accumulated fuel through
the carburetor and into the
engine
repair damage or replace
damaged components or wiring
before conducting another flight
FLIGHT SIMULATION USE ONLY
EMERGENCY PROCEDURES
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ENGINE FIRE IN FLIGHT
ELECTRICAL FIRE IN FLIGHT
[1] Master Switch --- OFF
[2] Avionics Power Switch --- OFF
[3] All other switches
(except ignition switch) --- OFF
[4] Vents/Cabin Air/Heat --- CLOSED
[5] Fire Extinguisher --- ACTIVATE (if available)
If fire appears out and electrical power is necessary for
continuance of flight:
[6] Master Switch --- ON
[7] Circuit Breakers --- CHECK for faulty circuit
Do not reset
[8] Radio Switches --- OFF
[9] Avionics Power Switch --- ON
[10] Radio/Electrical Switches --- ON one at a time, with delay
after each until short circuit
is localized
[11] Vents/Cabin Air/Heat --- OPEN when it is ascertained
that fire completely
extinguished
WARNING:
After discharging an
extinguisher within closed cabin,
ventilate the cabin!
CABIN FIRE
[1] Master Switch --- OFF
[2] Vents/Cabin Air/Heat --- CLOSED (to avoid drafts)
[3] Fire Extinguisher --- ACTIVATE (if available)
[4] Land the airplane as soon as possible to
inspect for damage
WING FIRE
[1] Navigation Light Switch --- OFF
[2] Pitot Heat Switch (if installed) --- OFF
[3] Strobe Light Switch (if installed) --- OFF
If fire is not extinguished, in-
crease glide speed to find an
airspeed which will provide an
incombustible mixture
[1] Mixture --- IDLE CUT-OFF
[2] Fuel Selector Valve --- OFF
[3] Master Switch --- OFF
[4] Cabin Heat and Air --- OFF (except overhead vents)
[5] Airspeed --- 100 KIAS
[6] Forced Landing --- EXECUTE
WARNING:
After discharging an
extinguisher within closed cabin,
ventilate the cabin!
NOTE:
Perform a sideslip to keep the
flames away from the fuel tank
and cabin, and land as soon as
possible using wing flaps only
as required for final approach.
FLIGHT SIMULATION USE ONLY
EMERGENCY PROCEDURES
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LANDING WITH A FLAT MAIN TIRE
[1] Approach --- NORMAL
[2] Touchdown --- GOOD TIRE FIRST
LANDING WITH A FLAT MAIN TIRE
NOTE:
Try to hold airplane off flat
tire as long as possible.
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
AMMETER SHOWS EXCESSIVE RATE
OF DISCHARGE
[1] Alternator --- OFF
[2] Alternator Circuit
Breaker --- PULL
[3] Nonessential Electrical
Equipment --- OFF
[4] Flight --- TERMINATE as soon
as practical
LOW-VOLTAGE LIGHT ILLUMINATES
DURING FLIGHT
(Ammeter Indicates Discharge)
[1] Avionics Power Switch --- OFF
[2] Alternator Circuit
Breaker --- CHECK IN
[3] Master Switch --- OFF
[4] Master Switch --- ON
[5] Low-Voltage Light --- CHECK OFF
[6] Avionics Power Switch --- ON
If low-voltage Light illuminates again:
[7] Alternator --- OFF
[8] Nonessential Radio and
Electrical Equipment --- OFF
[9] Flight --- TERMINATE as soon
as practical
NOTE:
Illumination of the low-
voltage light may occur during
low RPM conditions with an
electrical load on the system
such as during low RPM taxi.
Under these conditions, the
light will go out at higher RPM.
The master switch need not
be recycled since an over-
voltage condition has not
occured to de-activate the
alternator system.
FLIGHT SIMULATION USE ONLY
EMERGENCY PROCEDURES
PAGE 5
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ICING
INADVERTED 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 conductive to icing.
[3] Pull cabin heat control full out and open defroster outlets to
obtain maximum windshield defroster airflow. Adjust cabin air
control to get maximum defroster heat and airflow.
[4] Open the throttle to increase engine speed and minimize ice
build up on propeller blades.
[5] Watch for signs of carburetor air filter ice and apply carburetor
heat as required. An unexplained loss in engine speed could be
caused by carburetor ice or air intake filter ice. Lean the mix-
ture for maximum RPM, if carburetor heat is used continously.
[6] Plan a landing at the nearest airport. With an extremely rapid
ice build-up, select a suitable „off airport“ landing site.
[7] With an ice accumulation of 1/4 inch or more on the wing
leading edges, be prepared for significantly higher stall speed.
[8] Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail, the change in wing wake airflow direction
caused by wing flap extension could result in a loss of elevator
effectiveness.
[9] Open left window and, if practical, scrape ice from a portion of
the windshield for visibility in the landing approach.
[10] Perform a landing approach using a forward slip, if necessary,
for improved visibility.
[11] Approach at 65 to 75 KIAS depending upon the amount of the
accumulation.
[12] Perform a landing in level attitude.
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
[1] Alternate Static Source
Valve --- PULL ON
[2] Airspeed --- Consult appropriate
calibration tables in Section 5
FLIGHT SIMULATION USE ONLY
EMERGENCY PROCEDURES
PAGE 6
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