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YU-DPS

Dušan Bojković

AERO MONDE doo 20/10/2015

C-FR172K YU-DPS Student Checklist and operational data

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FLIGHT SCHOOL AERO MONDE Check list YU-DPS

Cessna FR172K YU-DPS PERFORMANCE – SPECIFICATIONS

GROSS WEIGHT: ................................................. 1157 kg 2550 lbs SPEED:

Top Speed at Sea Leve ......................... 246km/h, 133kts, 153mph Cruise, 80% Power at 1829m 6000ft ft.. 241km/h, 130kts, 150mph

RANGE: Cruise, 80% Power at 1892 m, 6000 ft.......... 815 km, 440 NM 49 Gallons (185l), Usable Fuel ...................... 3.4 hrs Maximum Range at 3048m, 10, 000 ft .......... 1065 km, 575 NM 49 Gallons (185l), Usable Fuel ...................... 6.1 hrs

RATE OF CLIMB AT SEA LEVEL: ...................... 4.42m/s, 870 fpm SERVICE CEILING: .............................................. 5192m, 17000 ft TAKE-OFF:

Ground Run .................................................. 244 m Total Distance Over 15m Obstacle ............... 415 m

LANDING: Ground Roll ................................................... 194 m Total Distance Over 15m Obstacle ............... 410m

STALL SPEED (IAS): Flaps Up, Power Off .............................. 89km/h, 48kts, 55mph Flaps Down 30°, Power Off ................... 72km/h, 39kts, 45mph

EMPTY WEIGHT: (Approximate).......................... 678 kg, 1514 lbs USEFUL LOAD: (Approximate) ............................ 479 kg, 1056 lbs BAGGAGE: .......................................................... 91 kg, 200 lbs WING LOADING: ................................................. 71.6kg/m2 POWER LOADING: ............................................. 7.9kg/kW FUEL CAPACITY: Total

Standard Tanks ............................................ 197 liters, 52 gal. OIL CAPACITY: Total ........................................... 8 qts, 7.6 liters PROPELLER: Constant Speed, Diameter ........... 1.93 m ENGINE: CONTINENTAL ROLLS-ROYCE .......... IO-360-K or KB

195 HP (146Kw) at 2600 RPM

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Cessna 172M YU-DOY PRINCIPAL DIMENSIONS

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BEFORE ENTERING THE AIRPLANE.

Visually check aircraft for general condition during walk- around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control surfaces contain no internal accumulations of ice or debris. If night flight is planned, check operation of all lights, and make sure a flashlight is available.

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(1) CABIN 1. Aircraft Flight Manual - AVAILABLE IN THE AIRPLANE. 2. Control Wheel Lock - REMOVE and STOW. 3. Ignition Switch - "OFF". 4. Avionics Power Switch - "OFF". 5. Master Switch - "ON". 6. Fuel Quantity Indicators - CHECK QUANTITY. 7. Avionics Cooling Fan - CHECK AUDIBLY FOR OPERATION. 8. Master Switch - "OFF". 9. Fuel Shutoff Valve - "ON" (push full in). 10. Fuel Selector Valve - BOTH. 11. Trim Controls - NEUTRAL. 12. Static Pressure Alternate Source Valve (if Installed) - "OFF". 13. Baggage Door - CHECK for security, lock with key if child's seat

is to be occupied.

(2) EMPENNAGE 1. Rudder Gust Lock - REMOVE. 2. Tail Tie-Down - DISCONNECT. 3. Control Surfaces - CHECK freedom of movement and security.

(3) RIGHT WING Trailing Edge 1. Aileron - CHECK freedom of movement and security.

(4) RIGHT WING 14. Wing Tie-Down - DISCONNECT. 15. Main Wheel Tire - CHECK for proper inflation. 16. Before first flight of the day and after each refueling, use sampler

cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment, and

17. proper fuel grade, 18. Fuel Quantity - CHECK VISUALLY for desired level. 19. Fuel Filler Cap - SECURE.

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(5) NOSE 1. Before first flight of the day and after each refueling, use sampler cup

and drain small quantity of fuel from fuel reservoir quick-drain valve to check for water, sediment, and proper fuel grade.

2. Static Source Openings (both sides of fuselage) - CHECK for stoppage.

3. Propeller and Spinner - CHECK for nicks, security and oil leaks. 4. Landing Lights - CHECK for condition and cleanliness. 5. Nose Wheel Strut and Tire - CHECK for proper Inflation. 6. Nose Tie-Down - DISCONNECT. 7. Engine Oil Level - CHECK. Do not operate with less than six quarts.

Fill to eight quarts for extended flight. 8. Before first flight of the day and after each refueling, pull out strainer

drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed.

If water is observed, the fuel system may contain additional water, and further draining of the system at the strainer, fuel tank sumps, reservoir drain valve and fuel selector drain plug will be necessary.

(6) LEFT WING 1. Main Wheel Tire - CHECK for proper Inflation. 2. Before first flight of the day and after each refueling, use sampler

cup and drain small quantity of fuel from fuel tank sump quick-drain valve to check for water, sediment and proper

3. fuel grade. 4. Fuel Quantity - CHECK VISUALLY for desired level. 5. Fuel Filler Cap - SECURE.

(7) LEFT WING Leading Edge 1. Pitot Tube Cover - REMOVE and check opening for stoppage. 2. Fuel Tank Vent Opening - CHECK for stoppage. 3. Stall Warning Opening - CHECK for stoppage. To check the

system, place a clean handkerchief over the vent opening and apply suction; a sound from the horn will confirm system operation.

4. Wing Tie-Down - DISCONNECT.

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(8) LEFT WING Trailing Edge 1. Aileron - CHECK freedom of movement and security. TAXIING DIAGRAM

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BEFORE STARTING ENGINE (1) Preflight Inspection - COMPLETE. (2) Seats, Belts, Shoulder Harnesses - ADJUST and

LOCK. (3) Fuel Shutoff Valve - "ON" (push full in). (4) Fuel Selector Valve - "BOTH". (5) Avionics Power Switch, Autopilot (if installed),

Electrical Equipment - "OFF". CAUTION

The avionics power switch must be "OFF" during engine start to prevent possible damage to avionics.

(6) Brakes - TEST and SET. (7) Cow! Flap - OPEN (move lever inboard out of locking

hole to reposition). (8) Circuit Breakers - CHECK IN.

STARTING ENGINE (1) Mixture - RICH. (2) Propeller - HIGH RPM. (3) Throttle - CLOSED. (4) Master Switch - "ON". (5) Auxiliary Fuel Pump Switch - HIGH. (6) Throttle - ADVANCE to obtain 8 to 10 Gal/h (30. 2 to

37. 8 l/h) fuel flow then return to CLOSED position. (7) Auxiliary Fuel Pump Switch - "OFF". (8) Propeller Area - CLEAR. (9) Ignition Switch - "START" (release to "BOTH" when

engine starts). NOTE

The engine should start in two to three revolutions. If it does not continue running, start again at step 3 above.

If the engine does not start, leave the auxiliary fuel pump switch oil, set the mixture to idle cut-off, open the throttle, and crank until the engine fires (or for approximately 15 seconds). If still unsuccessful, start again using the normal starting procedure after allowing the starter motor to cool.

(10) Throttle - 800 to 1000 RPM. (11) Oil Pressure - CHECK. (12) Flashing Beacon and Navigation Lights - "ON" as

required. (13) Avionics Power Switch - "ON". (14) Radio - "ON".

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BEFORE TAKEOFF (1) Parking Brake - SET. (2) Cabin Doors - CLOSED and LOCKED. (3) Flight Controls - FREE and CORRECT. (4) Flight Instruments - SET. (5) Fuel Selector Valve - "BOTH". (6) Elevator and Rudder Trim - SET. (7) Throttle - 1800 RPM. (8) Magnetos - CHECK (RPM drop should not exceed

150 RPM on either magneto or 50 RPM differential between magnetos).

(9) Propeller - CYCLE from high to low RPM ; return to high RPM (full in).

(10) Engine Instruments and Ammeter - CHECK. (11) Suction Cage - CHECK (4. 6 to 5. 4 in. Hg). (12) Throttle - 1000 RPM or less. (13) Radios - SET. (14) Autopilot (if installed) - "OFF". (15) Strobe Lights - AS DESIRED. (16) Throttle Friction Lock - ADJUST. (17) Brakes - RELEASE. TAKE-OFF. NORMAL TAKEOFF (1) Wing Flaps - 0“ thru 10° (10° preferred). (2) Power - FULL THROTTLE and 2600 RPM. Mixture -

LEAN for field elevation per fuel flow placard. (3) Elevator Control - LIFT NOSE WHEEL at 102 km/h -

55 kts - 63 MPH IAS (4) Climb Speed - 139 to 158 km/h - 75 to 85 kts - 86 to

98 MPH IAS

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SHORT FIELD TAKEOFF (1) Wing Flaps – 10°, (2) Brakes - APPLY. (3) Power - FULL THROTTLE and 2600 RPM. (4) Mixture - LEAN for field elevation per fuel flow

placard. (5) Brakes - RELEASE. (6) Elevator Control - MAINTAIN SLIGHTLY TAIL-LOW

ATTITUDE. (7) Climb Indicated Airspeed - 107 km/h - 58 kts - 67

MPH (until all obstacles are cleared). (8) Wing Flaps - RETRACT after obstacles are cleared.

ENROUTE. NORMAL CLIMB (1) Indicated Airspeed - 158 to 175 km/h - 85 to 95 kts -

98 to 109 MPH. (2) Power - FULL THROTTLE and 2600 RPM. (3) Fuel Selector Valve - "BOTH". (4) Mixture - LEAN for altitude per fuel flow placard. (5) Cowl Flap - OPEN as required.

MAXIMUM PERFORMANCE CLIMB (1) Indicated Airspeed - 145 km/h - 78 kts - 90 MPH at

sea level to 135 km/h - 73 kts - 84 MPH at 3048 m - 10,000 ft.

(2) Power - FULL THROTTLE and 2600 RPM. (3) Fuel Selector Valve - "BOTH". (4) Mixture - LEAN for altitude per fuel flow placard. (5) Cowl Flap - OPEN.

CRUISE (1) Power - 15 to 25 INCHES Hg, 2200 to 2600 RPM (no

more than (2) % power). (3) Elevator and Rudder Trim - ADJUST. (4) Mixture - LEAN for cruise fuel flow using the EGT

gage, your a/c Power Computer or the data in Section 5.

(5) Cowl Flap - CLOSED.

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BEFORE LANDING (1) Seats, Belts, Shoulder Harnesses - ADJUST and LOCK. (2) Fuel Selector Valve - "BOTH". (3) Propeller - HIGH RPM. (4) Cowl Flap - CLOSED.. (5) Autopilot (if Installed) - "OFF".

LANDING NORMAL LANDING (1) Indicated Airspeed - 120 to 139 km/h - 65 to 75 kts - 75

to 86 MPH (flaps UP). (2) Wing Flaps - AS DESIRED (0°-10° below 204 km/h - 110

kts - 127 MPH, 10° - 30° below 158 km/h - 85 kts - 98 MPH).

(3) Indicated Airspeed - 111 to 130 km/h - 60 to 70 kts - 69 to MPH (flaps DOWN).

(4) Elevator and Rudder Trim - Adjust. (5) Touchdown - Main wheels first. (6) Landing Roll - Lower nose wheel gently. (7) Braking - Minimum required

MAXIMUM PERFORMANCE LANDING (1) Indicated Airspeed - 120 to 139 km/h - 65 to 75 kts - 75

to 86 MPH (flaps UP) Braking - Minimum required. (2) Wing Flaps - FULL DOWN (below 158 km/h - 85 kts - 98

MPH). (3) Indicated Airspeed - MAINTAIN 113 km/h - 61 kts - 70

MPH. (4) Elevator and Rudder Trim - ADJUST. (5) Power - REDUCE IDLE as obstacle is cleared. (6) Touchdown - MAIN WHEELS FIRST. (7) Brakes - APPLY HEAVILY. (8) Flaps - RETRACT for maximum brake effectiveness.

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BALKED LANDING (1) Power - FULL THROTTLE and 2600 RPM. (2) Wing Flaps - RETRACT to 20°. (3) Indicated Airspeed - 102 km/h - 55 kts - 63 MPH. (4) Wing Flaps - RETRACT slowly after reaching 102 km/h -

55 kts - (5) 63 MPH. (6) Cowl Flap - OPEN. AFTER LANDING (1) Wing Flaps - RETRACT. (2) Cowl Flap - OPEN. SECURING AIRPLANE (1) Parking Brake - SET. (2) Avionics Power Switch, Autopilot (if installed), Electrical

Equipment - "OFF". (3) Throttle - IDLE. (4) Mixture - IDLE CUT-OFF (pull full out). (5) Ignition Switch - "OFF". (6) Master Switch - "OFF". (7) Control Lock - INSTALL. (8) Fuel Selector Valve - "RIGHT"

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OPERATING DETAILS

STARTING ENGINE. Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in this section should be followed closely as it is effective under nearly all operating conditions. Conventional full rich mixture and high RPM propeller settings are used for starting ; the throttle, however, should be fully closed initially. When ready to start, place the auxiliary fuel pump switch in the HIGH position and advance the throttle to obtain 8-10 gal/hr - 30.2-37.8 1/h fuel flow. Then close the throttle and turn off the auxiliary fuel pump Place the ignition switch in the START position. While cranking, slowly advance the throttle until the engine starts. Slow throttle advancement is essential since the engine will start readily when the correct fuel/air ratio is obtained. When the engine has started, reset the throttle to the desired idle speed (800-1000 RPM). The continuous-flow fuel injection system will start spraying fuel in the intake ports as soon as the throttle and mixture controls are opened and the auxiliary fuel pump is turned on. If the auxiliary pump is turned on accidentally, with the throttle open and the mixture rich, solid fuel will collect temporarily in the cylinder intake ports. If this happens, it is advisable to wait a few minutes until this fuel drains away before starting the engine. To avoid flooding, turn off the auxiliary fuel pump as soon as a steady fuel flow of 30. 2 to 37.8 liters/hr - 8 to 10 US Gal. /hr is obtained before starting the engine. Engine mis-starts characterized by weak intermittent firing followed by puffs of black smoke indicate overpriming. Excess fuel can be cleared by the following procedure :

- Throttle 1/2 open - mixture set to idle cut-off - auxiliary fuel pump switch off.

As soon as the engine fires, move the mixture control to full rich and retard the throttle to idle. Engine starts dying in 3 to 5 revolutions are the result of an excessively lean mixture after the start and can occur in either warm or cold temperatures. Repeat the starting procedure but allow additional priming time with the auxiliary fuel pump switch in the "HIGH" position before cranking is started. The presence in the fuel lines of fuel vapors in extremely hot weather may require that the auxiliary fuel pump be placed in the "HIGH" position for 5 to 10 seconds or more before vapors are cleared to obtain a fuel flow of 30.2 to 37.8 litres/hr - 8 to 10 US Gal. /hr for starting. Turn the auxiliary fuel pump switch off and apply the normal starting procedure. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. After starting, if the oil pressure gage does not begin to show pressure within 30 seconds in normal temperatures and 60 seconds in very cold weather, shut off the engine and investigate. Lack of oil pressure can cause serious engine damage. NOTE

Additional details concerning cold weather starting and operation may be found under cold weather operation paragraphs in this Section

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TAXIING. When taxiing, it is important that speed and use of brakes be held to

a minimum and that all controls be utilized (see Taxiing Diagram) to maintain directional control and balance.

Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips.

BEFORE TAKE-OFF.

WARM-UP. Most of the warm-up will have been conducted during taxi, and

additional warm-up before take-off should be restricted to the checks outlined in this Section. Since the engine is closely cowled for efficient inflight cooling, precautions should be taken to avoid overheating on the ground.

. MAGNETO CHECK.

The magneto check should be made at 1800 RPM as follows : Move the ignition switch first to "R" position and note RPM, then

move switch back to "BOTH" position. Then move switch to "L" position, note RPM and return to "BOTH". RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning the operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified.

ALTERNATOR CHECK.

Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night or instrument flights), a positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the optional landing light, (if so equipped), or by operating the wing flaps during the engine runup. '

The ammeter will remain at zero if the alternator and voltage regulator arc operating properly.

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TAKE-OFF.

POWER CHECK. It is important to check full-throttle engine operation early in the take-

off run. Any signs of rough engine operation or sluggish engine accelera-tion is good cause for discontinuing the take-off.

Full throttle runups over loose gravel are especially harmful to propeller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly.

For maximum engine power, the mixture should be adjusted during the initial take-off roll to the fuel flow corresponding to the field elevation (Refer to the fuel flow at full throttle placard located adjacent to the fuel flow indicator). The power Increase is significant above 915 m - 3000 ft and this procedure should always be employed for field elevations greater than 1524 m - 5000 ft above sea level.

The throttle being in the full open position, tighten the friction lock to prevent the throttle lever from moving back. For the other flight configurations, adjust the friction lock as required to maintain a constant throttle position.

WING FLAP SETTINGS.

Normal takeoffs are accomplished with wing flaps 0° - 10°. Using 10° wing flaps reduces the ground run and total distance over an obstacle by approximately 5 per cent.

If 10° wing flaps are used for takeoff, they should be left down until all obstacles are cleared and safe flap retraction speed of 130 km/h - 70 kts - 81 MPH is reached. To clear an obstacle with wing flaps 10°, an obsta-cle clearance indicated airspeed of 107 km/h - 58 kts - 67 MPH should be used.

Soft field takeoffs can be performed with 15° flaps by lifting the airplane off the ground as soon as practical in a slightly tail-low attitude. If no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a safer climb speed. When departing a soft field with an aft c.g. loading, the elevator trim should be adjusted towards the nose down direction to give comfortable control wheel forces during the initial climb. Flap deflections greater than 15° are not approved for takeoff.

With wing flap retracted and no obstructions ahead, a takeoff climb-out indicated airspeed between 139 and 158 km/h - 75 and 85 kts - 86 and 98 MPH would be most efficient.

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PERFORMANCE CHARTS.

Consult the Take-Off chart in page 39 for take-off distances under variable gross weight, altitude and headwind conditions.

CROSSWIND TAKE-OFFS.

Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff. With the ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher than normal, and then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.

CLIMB.

Normal climbs are conducted at 158 to 175 km/h - 85 to 95 kts - 98 to 109 MPH IAS with flaps up, and maximum power. The mixture should be leaned in accordance with the fuel flow indicator placard.

The maximum rate-of-climb indicated airspeed ranges from 145 km/h - 78 kts - 90 MPH at sea level to 135 km/h -73 kts - 84 MPH at 3048m - 10,000 ft, with maximum power and mixture leaned per placard adjacent to fuel flow indicator.

If an obstruction dictates the use of a steep climb angle, an obstacle clearance indicated airspeed should be used with flaps up, and maximum power. This speed ranges approximately from 106 km/h - 57 kts.- 66 MPH at sea level to 117 km/h - 63 kts - 73 MFH at 3048 m - 10, 000 ft.

NOTE Steep climbs at low speeds should be of short duration to allow improved engine cooling.

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CRUISE

Normal cruising is performed between 60 % and 86 power. The corresponding power settings and fuel consumption for various

altitudes can be determined by using the aircraft power computer or the PERFORMANCE DATA on pages 42-47.

NOTE Cruising should be done at 80% power until a total of 50 hours has accumulated for new engines or oil consumption has stabilized for overhauled engines in service.

The Cruise Performance Table in page 38 illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent powers.

For greater cruising range at a given throttle setting, select the lowest engine RPM In the green arc range that will give smooth engine operation. The cowl flap should be fully closed in cold weather and normal OAT conditions. The cowl flap should be opened, if necessary, to maintain the cylinder head temperature at approximately two-thirds of the green arc range.

For best fuel economy at 70 % power or less, the engine may be operated at one gallon per hour leaner than shown on the power computer or the PERFORMANCE DATA on pages 42-47. This will result in approximately 8 % greater range than shown in this manual accompanied by approximately 7 km/h - 4 kts - 5 MPH decrease in speed.

The fuel injection system employed on this engine is considered to be non-icing. In the event that unusual conditions cause the intake air filter to become clogged or iced over, an alternate intake air valve opens automatically for the most efficient use of either normal or alternate air, depending on the amount of filter blockage

STALLS

The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 9 and 18 km/h - S and 10 kts - 6 and 12 MPH before the actual stall is reached and remains on until the normal flight attitude is resumed. Power off stall speeds at maximum weight for the most unfavorable c. g. position arc presented on page 38

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LANDINGS. NORMAL LANDING

Normal landing approaches can be made with power-on or power-off at speeds of 65-75 KIAS with flaps up, and 120-139 km/h - 60-70 kts - 75-86 MPH with Gaps down. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Steep slips should be avoided with flap settings greater than 20° due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings.

Actual touchdown should be made with power-off and on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads. This procedure is especially important in rough or soft field landings.

SHORT FIELD LANDING

For a short field landing in smooth air conditions, make an approach at 113 km/h - 61 kts - 70 MPH IAS with full flaps using enough power to control the glide path. (Slightly higher approach speeds should be used under turbulent air conditions). After all approach obstacles are cleared, progressively reduce power and maintain the approach speed by lowering the nose of the airplane. Touchdown should be made with power-off and on the main wheels first. Immediately after touchdown, lower the nose wheel and apply heavy braking as required. For maximum brake effec-tiveness, retract the flaps, hold the control wheel full back, and apply maximum brake pressure without sliding the tires.

CROSSWIND LANDING

When landing in a strong crosswind, use the minimum flap setting required for the field length. If flap settings greater than 20° are used in sideslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds. However, this does not affect control of the airplane. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold straight course with the steerable nose wheel and occasional braking if necessary.

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BALKED LANDING

In a balked landing (go-around) climb, reduce the wing flap setting to 20° immediately after full power is applied and maintain the indicated airspeed of 102 km/h - 55 kts - 63 MPH until immediate obstacles are cleared. Then slowly retract the wing flaps after accelerating to an airspeed of 120 km/h - 65 kts - 75 MPH IAS. If obstacles must be cleared during the go-around climb, leave the wing flaps in the 10° to 20° range and maintain 102 km/h - 55 kts - 63 MPH IAS until the obstacles are cleared. Lean the mixture to obtain maximum RPM according to the fuel flow placard. After clearing any obstacles, the flap may be retracted as the airplane accelerates to the normal flaps-upcllmb indicated airspeed between 158 and 176 km/h - 85 and 95 kts - 98 and 109 MPH.

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COLD WEATHER OPERATION. STARTING.

Prior to starting on cold mornings, it is advisable to pull the propeller through several times by hand. In extremely cold (- 18 °C and lower) weather, the use of an external preheater and an external power source , are recommended. Refer to POH section 6 under Ground Service Plug Receptacle for operating details.

Cold weather starting procedures are as follows: With Preheat:

(1) Normal starting procedure. Without Preheat:

(1) With ignition switch "OFF and throttle closed, pull the propeller by hand through 3 to 4 revolutions.

(2) Mixture - Rich. (3) Master Switch" -• "ON". (4) Prime the engine two to three strokes at temperatures around

-5°C and four to six strokes at temperatures around -20°C. NOTE

Leave primer charged and ready for stroke. (5) Throttle - Closed. (6) Propeller Area - Clear. (7) Auxiliary Fuel Pump Switch - "HIGH". (8) Throttle - Open for 8 to 10 US Gal. /hr - 30. 2 to 37.8 liters/hr

fuel flow for 3 to 5 seconds, then retard to idle. (9) Auxiliary Fuel Pump Switch - "OFF". (10) Ignition Switch - "START" then release to "BOTH" when engine

starts. (11) When the engine fires, prime engine some additional strokes to

keep it running. (12) Engine Primer – Locked

NOTE If the engine does not start, it is probable that the spark plugs have

been frosted over. Remove and heat plugs or use preheat before another start is attempted.

CAUTION Pumping the throttle may cause raw fuel to accumulate in the intake

air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without preheat

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FLIGHT OPERATIONS.

BEFORE TAKE-OFF After a suitable warm-up period (2 to 5 minutes at 1000RPM),

accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off.

HOT WEATHER OPERATION.

Refer to the general warm temperature starting information under Starting Engine in this section. Avoid prolonged engine operation on the ground.

SPECIFIC OPERATION.

SPINS (UTILITY CATEGORY) Intentional spins are approved in this airplane. However, no spins

should be attempted without first having received dual Instruction both in spin entries and spin recoveries from a qualified instructor who is familiar with the spin characteristics of the FR172K.

Spins with baggage compartment and/or child's seat occupied are prohibited. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions. However, care should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels.

For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should be also secured.

It is recommended that, where feasible, entries be accomplished at high enough altitude that recoveries are completed 4000 ft (1220 m) or more above ground level. At least 1000 ft (300 m) of altitude loss should be allowed for a 1-turn spin and recovery, while a 6-turn spin and recovery may require somewhat more than twice that amount, For example, the recommended entry altitude for a 6-tum spin would be 6000 ft (830 m) above ground level. In any case, entries should be planned so that recoveries are completed well above the minimum 1500 ft (460 m) above ground level. Another reason for using high altitudes for practicing spins is that a greater field of view is provided which will assist in maintaining pilot orientation.

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Regardless of how many turns the spin is held or how it is entered,

the following recovery technique should be used : (1) VERIFY THAT THROTTLE IS IN IDLE POSITION AND

AILERONS ARE NEUTRAL. (2) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE

DIRECTION OF ROTATION. (3) JUST AFTER THE RUDDER REACHES THE STOP, MOVE

THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL.

(4) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.

(5) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE.

NOTE If disorientation precludes a visual determination of the

direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information

Variation in basic airplane rigging or In weight and balance due to

installed equipment or right seat occupancy can cause differences in behavior, particularly in extended spins. These differences are normal and will result in variations in the spin characteristics and in the spiraling tendencies for spins of more than 2 turns. However, the recovery technique should always be used and will result in the most expeditious recovery from any spin.

Intentional spins with flaps extended are prohibited, since the high speeds which may occur during recovery are potentially damaging to the flap/wing structure

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EMERGENCY PROCEDURES

Emergencies caused by aircraft or engine malfunctions are extremely rare if proper pre-flight inspections and maintenance 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.

DURING TAKE-OFF (WITH SUFFICIENT RUNWAY AHEAD)

(1) Throttle - IDLE. (2) Brakes - APPLY. (3) Wing Flaps - RETRACT. (4) Mixture - IDLE CUT-OFF. (5) Ignition Switch - "OFF". (6) Master Switch - "OFF".

AFTER TAKE-OFF

(1) Glide Indicated Airspeed • 130 km/h - 70 kts - 81 MPH (Flaps UP) • 120 km/h - 65 kts - 75 MPH (flaps DOWN)

(2) Mixture - IDLE CUT-OFF. (3) Fuel Shutoff Valve - "OFF" (pull out). (4) Ignition Switch - "OFF". (5) Wing Flaps - AS REQUIRED (full down recommended). (6) Master Switch - "OFF" .

CAUTION Perform the landing straight ahead, making only small

changes in heading to avoid obstructions. Never attempt to turn back to the landing strip.

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DURING FLIGHT

(1) Glide Indicated Airspeed - 139 km/h - 75 kts - 86MPH. (2) Primer - IN and LOCKED. (3) Fuel Shutoff Valve - "ON" (push full In). (4) Fuel Selector Valve - "BOTH". (5) Mixture - RICH. (6) Throttle-1/2 OPEN. (7) Auxiliary Fuel Pump - "LOW" for 3-5 seconds then "OFF". (8) Ignition Switch - "BOTH" (or "START" if propeller is stopped).

If the engine will not start, select an unobstructed area to land in and secure the engine as follows :

(1) Throttle CLOSED. (2) Mixture - IDLE CUT-OFF. (3) Fuel Shutoff Valve - "OFF". (4) Ignition Switch - "OFF". (5) Master Switch - "ON" so that wing flaps can be extended.

NOTE Full flaps are recommended for emergency landings on

unpaved surfaces. FIRES ENGINE FIRE DURING START ON GROUND

(1) Auxiliary Fuel Pump - "OFF". (2) Mixture Control - IDLE CUT-OFF. (3) Parking Brake - RELEASE. (4) Fire Extinguisher - OBTAIN (have ground attendants obtain if

not installed). (5) Airplane - EVACUATE. (6) Fire - EXTINGUISH.

NOTE If sufficient ground personnel arc available (and fire is

on ground and not too dangerous) move airplane away from the fire by pushing rearward on the leading edge of the horizontal stabilizer.

(7) Fire Damage - INSPECT, repair damage or replace damaged components or wiring before conducting another flight

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ENGINE FIRE IN FLIGHT

(1) Throttle - CLOSE. (2) Mixture - IDLE CUT-OFF. (3) Fuel Shutoff Valve - "OFF". (4) Master Switch - "OFF". (5) Cabin Heat and Air - "OFF" (except overhead vents). (6) Airspeed - 19S km/h - 105 kts - 121 MPH (If fire is not

extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture).

(7) Forced Landing - EXECUTE (as described In Emergency Landing Without Engine Power).

CABIN FIRE

(1) Master Switch - "OFF”. (2) Vents/Cabin Air/Heat - CLOSED (to avoid drafts). (3) Fire Extinguisher - ACTIVATE (if available) and 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.

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ELECTRICAL FIRE

(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) and ventilate the

cabin. 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

is completely extinguished.

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

AMMETER SHOWS EXCESSIVE RATE OF CHARGE (Full Scale Deflection)

(1) Alternator - "OFF". (2) Alternator Circuit Breaker - PULL. (3) Nonessential Electrical Equipment - "OFF". (4) Flight - TERMINATE as soon as practical.

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LOW-VOLTAGE LIGHT ILLUMINATES DURING FLIGHT (Ammeter Indicates Discharge)

(1) Avionics Power Switch - "OFF". (2) Master Switch - "OFF" (both sides). (3) Master Switch - "ON". (4) Alternator Circuit Breaker - CHECK IN. (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. FLIGHT IN ICING CONDITIONS

Although flying in known icing conditions is prohibited, an unexpected icing encounter should be handled as follows :

(1) Turn pitot heat switch "ON" (if installed). (2) Turn back or change altitude to obtain an outside air

temperature that is less conducive to icing. (3) Pull cabin heat control full out to obtain windshield defroster

airflow. Adjust cabin air control to get maximum defroster heat and airflow.

(4) Increase RPM 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 Important ice accumulation 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 tall, 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 148 or 167 km/h - 80 or 90 kts - 92 or 104 MPH (IAS) depending upon the amount of Ice accumulation.

(12) Perform a landing in level attitude.

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INADVERTENT SPIN (NORMAL CATEGORY)

Should an inadvertent spin occur, the following recovery procedure should be used :

(1) RETARD THROTTLE TO IDLE POSITION. (2) PLACE AILERONS IN NEUTRA L POSITION. (3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE

DIRECTION OF ROTATION. (4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE

THE CCNTROL 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 disorientation precludes a visual determination of the

direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information.

RECOVERY FROM A SPIRAL DPVE

(1) Close the throttle. (2) Stop the turn by using coordinated aileron and rudder

control to align the symbolic airplane in the turn coordinator with the horizon reference line.

(3) Cautiously apply elevator back pressure to slowly reduce the indicated airspeed to 139 km/h - 75 kts - 86 MHP. •

(4) Adjust the elevator trim control to maintain a 139 km/h - 75 kts - 86 MPH IAS glide.

(5) Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force.

(6) Clear engine occasionally, but avoid using enough power to disturb the trimmed glide.

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

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LANDING

LANDING WITH A FLAT 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.

LANDING WITH ELEVATOR NOT OPERATING Trim for horizontal flight (with an Indicated airspeed of

approximately 120 km/h - 65 kts - 75 MPH and flaps lowered to 20°) by using throttle and elevator trim controls. Then do not change the elevator trim setting, control the glide angle by adjusting power exclusively.

At flareout, the nose-down moment resulting from power reduction is an adverse factor and the aircraft may hit on the nose wheel.

Consequently, at flare out, the control should be set at the full nose-up position and the power adjusted so that the aircraft will rotate to the horizontal attitude for touchdown. Close the throttle at touchdown.

PRECAUTIONARY LANDING WITH ENGINE POWER

(1) Seat Belts and shoulder harnesses - SECURE. (2) Wing Flap – 20°. (3) Airspeed - 121 km/h - 65 kts - 75 MPH IAS. (4) Selected Field - FLY OVER, noting terrain and obstructions,

then retract flaps upon reaching a safe altitude and airspeed. (5) Avionics Power Switch and Electrical Switches - "OFF". (6) Wing Flaps - FULL DOWN (on final approach). (7) Indicated Airspeed - 121 km/h - 65 kts - 75 MPH. (8) Master Switch - "OFF". (9) Doors - UNLATCH PRIOR TO TOUCHDOWN. (10) Touchdown - SUGHTLY TAIL LOW. (11) Ignition Switch - "OFF". (12) Brakes - APPLY HEAVILY.

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EMERGENCY LANDING WITHOUT ENGINE POWER

(1) Indicated Airspeed – • 130 km/h - 70 kts - 81 MPH (Flaps UP). • 121 km/h - 65 kts - 75 MPH (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.

DITCHING (1) Radio - TRANSMIT MAYDAY on 121. S MHz, giving

location and intentions and SQUAWK 7700 if transponder is installed.

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

(3) Seat Belts and Shoulder Harnesses - SECURE. (4) Wing Flaps - 20° - 30°. (5) Power - ESTABLISH 300 FT/MIN DESCENT AT 102 km/h

- 55 kts - 63 MPH IAS. (6) Approach - High Winds, Heavy' Seas - INTO THE WIND. (7) Light Winds, Heavy Swells - PARALLEL TO SWELLS.

NOTE If no power is available, approach at 121 km/h - 65 kts - 75 MPH IAS with flaps up or at 111 km/h - 60 kts - 69 MPH IAS with 10° flaps.

(8) Cabin Doors - UNLATCH. (9) Face - CUSHION at touchdown with folded coat. (10) Touchdown - LEVEL ATTITUDE AT ESTABLISHED

RATE OF (11) DESCENT. (12) Airplane - EVACUATE through cabin doors. If necessary,

open window and flood cabin to equalize pressure so doors can be opened.

(13) Life Vests and Raft - INFLATE.

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OPERATING LIMITATIONS

CERTIFICATION BASIS. The REIMS/CESSNA FR172K is certified in the Normal and Utility

Category under AIR 2052A regulations, with amendments dated 71 March 1967, with the limits indicated in this section.

AIRSPEED LIMITATIONS (CAS).

The following is a list of the certificated calibrated airspeed (CAS) limitations for the aircraft.

Never Exceed Speed ........................... 302km/h, 163kts, 188mph Maximum Structural Cruising Speed.... 239km/h, 129kts, 148mph Maximum Speed, Flaps Extended

10°flaps ........................................ 204km/h, 110kts, 127mph 10°-30°flaps .................................. 158km/h, 85kts, 98mph

*Maneuvering Speed ........................... 193km/h, 104kts, 120mph *The maximum speed at which you may use abrupt control travel.

AIRSPEED INDICATOR MARKINGS. The following is a list of the certificated calibrated airspeed

markings (IAS) for the aircraft.

Red line ............................................... 302km/h, 163kts, 188mph Yellow arc (Caution Range) .......................... 239-302km/h ..................................................................... 129-163kts ..................................................................... 148-188mph Green arc (Normal Operating Range) ........... 89-239km/h ..................................................................... 48-129kts ..................................................................... 55-148mph White arc (Flap Operating Range) ................ 70-158km/h ..................................................................... 38-85kts ..................................................................... 44-98mph

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FLIGHT MANEUVERING LOAD FACTORS AT GROSS WEIGHT. Normal Category Gross Weight ................................................................ 1157 Kg Flight Load Factor

♦Flaps Up ............................................................ +3.8 -1.52* ♦Flaps Down ........................................................ +3.0

Utility Category Gross Weight ................................................................ 998 Kg Flight Load Factor

Flaps Up .............................................................. +4.1 -1.76 Flaps Down.......................................................... +3.0

MANEUVERS - UTILITY CATEGORY This airplane is not designed for aerobatic maneuvers. However,

certain maneuvers that are required in the acquisition of various certificates may be performed provided the limitations in the following table are not exceeded.

No aerobatic maneuvers are approved except those listed below : MANEUVER RECOMMENDED ENTRY INDICATED SPEED*

Chandelles ............................. 204km/h, 110kts, 127mph Lazy Eights ............................ 204km/h, 110kts, 127mph Steep Turns ........................... 193km/h, 104kts, 120mph Spins ...................................... Slow Deceleration Stalls ...................................... Slow Deceleration

Rear seat and baggage compartment must not be occupied. Abrupt use of the controls is prohibited above 193 km/h - 104 kts -

120 MPH. Intentional spins with flaps extended are not approved. Aerobatic

maneuvers resulting in negative load factor are not recommended. 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 be exercised to avoid excessive speed which in turn can impose excessive loads.

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ENGINE OPERATION LIMITATIONS. Power and Speed ........................... 146KW,195 BHP at 2600 RPM

ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range ................................................ Green Arc Maximum Allowable ................................... 240°F, 116°C (red line)

OIL PRESSURE GAGE. Minimum Idling ........................................ 10 psi, 0.69 bar (red line) Normal Operating Range ...... 30-600 psi, 2.07-4.13 bar (green arc) Maximum ............................................... 100 psi, 6.89 bar (red line) CYLINDER HEAD TEMPERATURE GAGE. Normal Operating Range ....... 200°F-460°F, 93°-238°C - Green Arc Maximum Allowable ................................... 460°F, 283°C (red line) FUEL QUANTITY INDICATORS. Empty (2.0 gallons unusable each tank) ........................ E (red line) Total unusable fuel in each Standard Tank ...... 1.5 US Gal – 6 liters Total unusable fuel in each Long Range Tank .... 1 US Gal – 4 liters MANFOLD PRESSURE GAGE. Normal Operating Range ...................... 0.51-0.85 bar, 15-25 in.Hg TACHOMETER. At sea level ......................................... 2200-2600 RPM (green arc) Maximum Allowable ........................................ 2600 RPM (red line) FUEL FLOW INDICATOR. Normal Operating Range ...............17-44 liters/hr, 4.5-11 US Gal/hr Maximum .................................................. 64 liters/hr, 17 US Gal/hr

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WEIGHT AND BALANCE.

The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure weight and balance, use the Sample Loading Problem, Loading Graph, and Center of Gravity Moment Envelope as follows:

Take the licensed empty weight and moment from appropriate weight and balance records carried in your airplane, and write them down in the column titled YOUR AIRPLANE on the Sample Loading Problem.

NOTE

The licensed empty weight and moment are recorded on the Weight and Balance and Installed Equipment Data sheet, or on revised weight and balance records, and are included in the aircraft file. In addition to the licensed empty weight and moment noted on these records, the c. g. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem.

The moment which is shown must be divided by 1000 and this value used as the moment/1000 on the loading problem.

Use the Loading Graph to determine the moment/1000 for each

additional item to be carried, then list these on the loading problem.

NOTE Loading Graph information for the pilot, passengers and

baggage is based on seats positioned for average occupants and baggage loaded in the center of the baggage area as shown on the Loading Arrangements diagram. For loadings which may differ from these, the Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft c. g. range limitation (seat travel or baggage area limitation). Additional moment calculations, based on the actual weight and c.g. arm (fuselage statioh) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph.

Total the weights and moments/1000 and plot these values on the

Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable.

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SAMPLE LOADING PROBLEM UTILITY CATEGORY

Sample Airplane Your Airplane

Weight kg

Moment m. kg

Weight kg

Moment m. kg

Licensed Empty Weight (Includes unusable fuel and full oil) 722 671

Fuel - (At 0.72 kg/ liter) * Standard Tanks : 185 liters

* Long Range Tanks : 250 liters Auxiliary' - Area 1 :64 liters

Pilot and Front Passenger.... (Station 0, 86 to 1, 17 m)

154 145

TOTAL WEIGHT AND MOMENT 998 966

Locate this point 998 and 966 on the Center of Gravity Moment Envelope, and since this point falls within the envelope, the loading is acceptable.

SAMPLE LOADING PROBLEM NORMAL CATEGORY

Sample Airplane Your Airplane Weight kg

Moment m. kg

Weight kg

Moment m. kg

Licensed Empty Weight (Includes unusable fuel and full oil) 722 671

Fuel - (At 0.72 kg/ liter) * Standard Tanks : 185 liters 133 163

* Long Range Tanks : 250 liters Auxiliary' - Area 1 :64 liters

Pilot and Front Passenger ... (Station 0, 86 to 1, 17 m)

154 145

Rear Passengers 77 142

* Baggage - Area 1 : 91 kg maxi (Station 2.08 to 2.74 m) or Passenger on Child's Seat

71 171

** Baggage - Area 2 : 23 kg maxi (Station 2,74 to 3,61 m)

TOTAL WEIGHT AND MOMENT 1157 1292

Locate this point 1157 and 1292 on the Center of Gravity Moment Envelope, and since this point falls within the envelope, the loading is acceptable, NOTE : * CG 1.22 m ** Maximum Combined Weight - Area 1 + Area 2 : 91 kg

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AIRSPEED CALIBRATION

FLAPS UP IAS

km/h 93 111 130 148 167 185 204 222 241 259 278 296

CAS kra/h 100 115 132 148 165 181 198 217 235 254 272 291 IAS kt 50 60 70 80 90 100 110 120 130 140 ISO 160 CAS

kt 54 62 71 80 89 98 107 117 127 137 147 157 IAS

MPH 58 69 81 92 104 115 127 138 150 161 173 184

CAS Mm 62 71 82 92 102 113 123 135 146 158 169 181

FLAPS DOWN 10° IAS

km/h 74 93 111 130 148 167 185 204

CAS km/h 91 102 117 133 150 167 183 200 IAS kt 40 50 60 70 80 90 100 110 CAS

kt 49 55 63 72 81 90 99 108 IAS Mm 46 58 69 81 92 104 115 127

CAS MPH 56 63 72 83 93 104 114 124

FLAPS DOWN 30° IAS

km/h 74 93 111 130 148 158

CAS km/h 89 104 117 133 150 158 IAS kt 40 50 60 70 80 85 CAS

kt 48 56 63 72 81 85 IAS

MPH 46 58 69 81 92 98

CAS Mm 55 64 72 83 93 98

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STALL SPEEDS MOST REARWARD CENTER OF GRAVITY

WEIGHT LBS

FLAP DEFLECTION

ANGLE OF BANK 0° 30° 45° 60°

KlAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 44 52 47 56 52 62 62 74 2550 10° 42 50 45 54 50 59 53 71 30° 36 4? 39 51 43 56 51 66 MOST FORWARD CENTER OF GRAVITY

WEIGHT LBS

FLAP DEFLECTION

ANGLE OF BANK 0° 30° 45° 60°

KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS UP 46 53 49 57 55 63 65 75 2550 10° 43 51 46 55 51 61 61 72 30° 38 48 41 52 45 57 54 68

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TAKE-OFF DATA

TAKE OFF DISTANCE SHORT FIELD

CONDITIONS: Flaps down 10°- 2600 RPM, Full Throttle and Mixture Set at Placard Fuel Flow Prior to Brake Release.

Maximum Weight Kg

Speed Mixture Settings 0°C 10°C 20°C 30°C 40°C

Lift Off At 15m

Pressure Altitude Fuel used

Ground Roll m

Total to Clear 15m Obs. m

Ground Roll m


Ground Roll m


Ground Roll m


Ground Roll m


ft m USG l

1157 100 km/h 54 kt 62

MPH

107 km/h 58 kt 67

MPH

Sea level 16 61 218 373 235 401 253 430 273 460 293 495 1000 305 238 407 256 437 276 469 297 504 320 543 2000 610 15 57 261 445 280 479 303 515 326 555 351 597 3000 914 285 485 308 526 332 567 358 611 386 660 4000 1219 14 53 312 536 338 579 364 626 393 677 424 733 5000 1524 343 593 372 642 401 695 433 753 466 818 6000 1829 13 49 378 657 408 713 442 774 477 843 515 919 7000 2134 416 733 451 797 488 869 527 949 570 1041 8000 2438 12 45 460 821 498 898 539 983 584 1081 632 1195

NOTES: 1. Short field technique as specified in Section 4 2. Decrease distances 10% for each 9 knots headwind. For operation with tailwind up to 10 knots, increase distances by 10% for each 2 knots. 3. For operation od dry, grass runway, increase distances by 15% of the „ground roll“ figure.

TAKE OFF DISTANCE SHORT FIELD Refer to page 5-6 for appropriate CONDITIONS and NOTES

Maximum Weight

Kg

Speed Pressure Altitude 0°C 10°C 20°C 30°C 40°C

Lift Off At 15m ft m

Ground Roll m


Ground Roll m


Ground Roll m


Ground Roll m


Ground Roll m


1089 96 km/h 52 kt 60

MPH

104 km/h 58 kt 67

MPH

Sea level 189 326 204 349 219 373 236 401 255 430 1000 305 207 355 223 381 241 408 258 437 277 469 2000 610 226 387 244 416 262 447 282 480 303 515 3000 914 247 424 267 456 288 489 309 527 334 567 4000 1219 271 463 293 500 315 538 340 581 366 626 5000 1524 297 511 322 550 346 594 373 643 402 695 6000 1829 326 5645 354 610 381 660 411 715 443 774 7000 2134 360 625 389 677 421 735 454 799 491 869 8000 2438 398 695 430 756 465 823 503 899 543 983

998 93 km/h 50 kt 58

MPH

100 km/h 54 kt 62

MPH

Sea level 155 268 168 287 180 306 194 328 207 351 1000 305 169 291 183 312 197 334 210 358 226 383 2000 610 184 317 200 340 215 364 230 390 247 418 3000 914 201 346 218 370 235 398 251 427 271 457 4000 1219 221 378 238 405 256 436 276 468 297 503 5000 1524 242 413 261 445 282 479 303 515 356 555 6000 1829 265 454 287 489 309 527 334 568 358 613 7000 2134 291 501 315 539 340 584 367 629 395 681 8000 2438 322 553 347 599 375 648 405 701 436 760

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CLIMB DATA

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M A X I M U M R A T E O F C L I M B

CONDITIONS : Flaps Up - 2600 RPM - Full Throttle - Mixture Set at Placard Fuel Flow - Cowl Flap Open

Maximum Weight

MIXTURE SETTING CLIMB INDICATED AIRSPEED

RATE OF CLIMB Preasure Altitude Fuel Used - 20°C 0°C 20°C 40°C

kg ft m US Gal. l km /h kt MPH ft/mn m/s ft/mn m/s ft/mn m/s ft/mn m/s

1157 Sea level 16 61 144 78 90 1040 5.3 945 4.8 845 4.3 750 3. 8

2000 610 143 77 89 925 4.7 836 4.2 740 3.8 650 3.3

4000 1219 14 53 141 76 87 810 4.1 720 3.7 635 3. 2 S4S 2.8

6000 1829 139 75 86 695 3.5 615 3.1 530 2.7 44S 2.3

8000 1458 12 45 137 74 85 585 3.0 505 2.6 425 2.2 345 1.8

10,000 3048 135 73 84 480 2.4 400 2.0 320 1.6 - .

12,000 3658 10 38 133 72 83 370 1.9 295 1.5 220 1.1

T I M E , F U E L . A N D D I S T A N C E T O C L I M B

CONDITIONS : Flaps Up - 2600 RPM - Full Throttle - Mixture Set at Placard Fuel Flow - Cowl Flap Open - Standard Temperature

Maxi- mum

Weightkg

Mixture Setting Tempe- rature

°C

Climb Indicated Airspeed

Rate of Climb

From See Level

Pressure Altitude Consumption Time

min Fuel Used Distance

ft m US Gal Liters km/h kt MPH ft/min m/s US Gal Liters NM km

1157 Sea Level 16 61 15 144 78 90 870 4. 4 0 0 0 0 0

1000 305 13 144 78 90 825 4.2 1 0.3 1.1 2 3.7

2000 610 11 143 77 89 780 4 2 0.6 2.3 3 5.6

3000 914 9 143 77 89 735 3.7 4 1.0 3.8 5 9.3

4000 1219 14 53 7 141 76 87 690 3.5 5 1.3 4.9 7 13.0

5000 1524 5 141 76 87 645 3.3 7 1.6 6.1 9 16.7

6000 1529 3 139 75 86 600 3 8 2.0 7.6 11 20.4

7000 2134 1 139 75 86. 555 2.8 10 2.4 9.1 14 25.9

8000 2435 12 45 - 1 137 74 85 510 2.6 12 2.7 10.2 16 29.6

9000 2743 - 3 137 74 85 465 2.4 14 3.2 12.1 19 35.2

10,000 3045 - 5 135 73 84 420 2.1 16 3.6 13.6 23 42.6

11,000 3353 - 7 135 73 84 375 1.9 19 4.0 15.1 26 45.2

12,000 3658 10 38 - 9 133 72 83 330 1.7 22 4.5 17 31 57.4 NOTES 1. Add 1.4 galons, 5.7 liters of fuel for engine start, 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

Page | 41


LANDING DATA

LANDING DISTANCE SHORT FIELD CONDITIONS: Flaps Down 30°- Power Off – Maximum Breaking – Paved, Level, Dry Runway – Zero Wind

Maximum Weight

Kg

Speed At

15m

Pressure Altitude 0°C 10°C 20°C 30°C 40°C

ft m Ground

Roll m


Ground Roll m


Ground Roll m


Ground Roll m


Ground Roll m


1157 113 km/h 61 kt 70

MPH

Sea level 183 395 190 405 197 415 204 425 210 436 1000 305 190 405 197 415 204 427 212 437 218 447 2000 610 197 415 204 427 212 437 219 450 226 459 3000 914 204 427 212 437 219 450 227 460 235 472 4000 1219 212 437 219 450 229 463 236 474 244 486 5000 1524 221 451 229 463 236 475 245 488 253 500 6000 1829 229 463 238 477 245 489 254 501 262 514 7000 2134 238 477 247 491 254 503 264 517 273 530 8000 2438 247 491 256 504 265 518 274 532 283 546

NOTES 1. Short field technique as specified in Section 4. 2. Decrase distance 10% for each 9 knots headwind. For operation with tailwind up to 10 knots,

increase by 10% for each 2knots 3. For operation on dry, grass runway, increase distance by 40% of the “ground roll” figure

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Page | 42


CRUISE PERFORMANCE P R E S S U R E A L T I T U D E 2 0 0 0 f t

C O N D I T I O N S : 2 5 5 0 P o u n d s R e c o m m e n d e d L e a n M i x t u r e C o w l F l a p C l o s e d

N O T E F o r b e s t f u e l e c o n o m y a t 7 0 % p o w e r o r

l e s s , o p e r a t e a t 1 G P H l e a n e r t h a n s h o w n i n t h i s c h a r t o r a t p e a k E G T i f a n E G T

i n d i c a t o r i s i n s t a l l e d

2 0 ° B E L OW S T A N D A R D

T E M P E R A T U R E - 9 ° C

S T A N D A R D T E M P E R A T U R E

1 1 ° C

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T E M P E R A T U R E 3 1 ° C

R P M M . P . i n . H g . % B H P K T A S G P H % B H P K T A S G P H % B H P K T A S G P H

2 6 0 0 2 4 8 1 1 2 6 1 1 . 4 7 8 1 2 7 1 1 . 0 2 3 7 8 1 2 2 1 1 . 1 7 6 1 2 2 1 0 . 7 7 3 1 2 3 1 0 . 3 2 2 7 3 1 1 8 1 0 . 3 7 1 1 1 9 1 0 . 0 6 8 1 1 9 9 . 6 2 1 6 8 1 1 4 9 0 6 6 5 1 1 4 9 . 3 6 3 1 1 4 9 . 0

2 5 0 0 2 5 8 1 1 2 6 1 1 . 5 7 9 1 2 7 1 1 . 1 2 4 8 0 1 2 2 1 1 . 2 7 7 1 2 3 1 0 . 8 7 4 1 2 4 1 0 . 5 2 3 7 5 1 1 9 1 0 . 6 7 2 1 2 0 1 0 . 2 7 0 1 2 0 9 . 9 2 2 7 0 1 1 6 9 . 9 6 7 1 1 6 9 . 5 6 5 1 1 6 9 . 2

2 4 0 0 2 5 7 9 1 2 2 1 1 . 2 7 6 1 2 3 1 0 . 8 7 4 1 2 3 1 0 . 4 2 4 7 4 1 1 9 1 0 . 5 7 2 1 2 0 1 0 . 2 6 9 1 2 0 9 . 8 2 3 7 0 1 1 6 9 . 9 6 7 1 1 6 9 . 5 6 5 1 1 6 9 . 2 2 2 6 5 1 1 2 9 . 2 6 3 1 1 2 8 . 9 6 1 1 1 2 8 . 6

2 3 0 0 2 5 7 4 1 1 9 1 0 . 5 7 2 1 1 9 1 0 . 1 6 9 1 2 0 9 . 8 2 4 7 0 1 1 6 9 . 9 6 7 1 1 6 9 . 5 6 5 1 1 6 9 . 2 2 3 6 5 1 1 2 9 . 2 6 3 1 1 2 8 . 9 6 1 1 1 2 8 . 7 2 2 6 1 1 0 8 8 . 6 5 9 1 0 8 8 . 4 5 7 1 0 7 8 . 1

2 2 0 0 2 5 6 9 1 1 5 9 . 8 6 7 1 1 5 9 . 4 6 4 1 1 5 9 . 1 2 4 6 5 1 1 2 9 . 2 6 3 1 1 2 8 . 9 6 1 1 1 1 8 . 6 2 3 6 1 1 0 8 8 . 6 5 9 1 0 8 8 . 3 5 7 1 0 7 8 . 1 2 2 5 7 1 0 4 8 . 1 5 5 1 0 3 7 . 8 5 3 1 0 2 7 . 6 2 1 5 2 9 9 7 . 6 5 1 9 8 7 . 3 4 9 9 7 7 . 1 2 0 4 8 9 4 7 . 0 4 7 9 3 6 . 8 4 5 9 1 6 . 6 1 9 4 4 8 8 6 . 5 4 3 8 7 6 . 3 4 1 8 6 6 . 2

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Page | 43


Ope

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CRUISE PERFORMANCE P R E S S U R E A L T I T U D E 4 0 0 0 f t

C O N D I T I O N S : 2 5 5 0 P o u n d s R e c o m m e n d e d L e a n M i x t u r e C o w l F l a p C l o s e d

N O T E F o r b e s t f u e l e c o n o m y a t 7 0 % p o w e r o r

l e s s , o p e r a t e a t 1 G P H l e a n e r t h a n s h o w n i n t h i s c h a r t o r a t p e a k E G T i f a n E G T

i n d i c a t o r i s i n s t a l l e d

2 0 ° B E L OW S T A N D A R D

T E M P E R A T U R E - 1 3 ° C

S T A N D A R D T E M P E R A T U R E

7 ° C

2 0 ° A B OW S T A N D A R D

T E M P E R A T U R E 2 7 ° C

R P M M . P . i n . H g . % B H P K T A S G P H % B H P K T A S G P H % B H P K T A S G P H

2 6 0 0 2 3 8 1 1 2 6 1 1 . 5 7 9 1 2 7 1 1 . 1 7 6 1 2 7 1 0 . 7 2 2 7 6 1 2 2 1 0 . 8 7 3 1 2 3 1 0 . 4 7 1 1 2 3 1 0 . 0 2 1 7 1 1 1 9 1 0 . 0 6 8 1 1 9 9 . 7 6 6 1 1 9 9 . 3 2 0 6 6 1 1 4 9 . 3 6 3 1 1 4 9 . 0 6 1 1 1 3 8 . 7

2 5 0 0 2 4 8 2 1 2 6 1 1 . 6 7 9 1 2 7 1 1 . 2 7 7 1 2 8 1 0 . 8 2 3 7 7 1 2 3 1 1 . 0 7 5 1 2 4 1 0 . 6 7 2 1 2 4 1 0 . 2 2 2 7 3 1 2 0 1 0 . 3 7 0 1 2 0 9 . 9 6 8 1 2 0 9 . 6 2 1 6 8 1 1 6 9 . 6 6 5 1 1 6 9 . 3 6 3 1 1 6 9 . 0

2 4 0 0 2 4 7 7 1 2 3 1 0 . 9 7 4 1 2 4 1 0 . 5 7 2 1 2 4 1 0 . 2 2 3 7 2 1 2 0 1 0 . 2 7 0 1 2 0 9 . 9 6 8 1 2 0 9 . 5 2 2 6 8 1 1 6 9 . 6 6 5 1 1 6 9 . 2 6 3 1 1 6 9 . 0 2 1 6 3 1 1 2 8 . 9 6 1 1 1 1 8 . 6 5 9 1 1 0 8 . 4

2 3 0 0 2 4 7 2 1 2 0 1 0 . 2 7 0 1 2 0 9 . 9 6 7 1 2 0 9 . 5 2 3 6 8 1 1 6 9 . 6 6 5 1 1 6 9 . 3 6 3 1 1 6 9 . 0 2 2 6 3 1 1 2 9 . 0 6 1 1 1 2 8 . 7 5 9 1 1 1 8 . 4 2 1 5 9 1 0 8 8 . 4 5 7 1 0 7 8 . 1 5 5 1 0 6 7 . 9

2 2 0 0 2 4 6 8 1 1 6 9 . 6 6 5 1 1 6 9 . 2 6 3 1 1 5 8 . 9 2 3 6 3 1 1 2 9 . 0 6 1 1 1 2 8 . 7 5 9 1 1 1 8 . 4 2 2 5 9 1 0 8 8 . 4 5 7 1 0 7 8 . 1 5 5 1 0 6 7 . 9 2 1 5 5 1 0 3 7 . 9 5 3 1 0 2 7 . 6 5 1 1 0 1 7 . 4 2 0 5 1 9 8 7 . 3 4 9 9 7 7 . 1 4 7 9 5 6 . 9 1 9 4 6 9 2 6 . 8 4 5 9 1 6 . 6 4 3 8 9 6 . 4

Page | 44


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Page | 47


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Page | 48


Ope

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g lim

itatio

ns

Page | 49


Page | 50


Page | 51


Page | 52


Page | 53


Conversion table for Altitude Settings Milibars – Inches Hg

Millibars Inches Millibars Inches Millibars Inches Millibars Inches 1050 31.01 1011 29.85 972 28.70 933 27.55 1049 30.98 1010 29.83 971 28.67 932 27.52 1048 30.95 1009 29.80 970 28.64 931 27.49 1047 30.92 1008 29.77 969 28.61 930 27.46 1046 30.89 1007 29.74 968 28.59 929 27.43 1045 30.86 1006 29.71 967 28.56 928 27.40 1044 30.83 1005 29.68 966 28.53 927 27.37 1043 30.80 1004 29.65 965 28.50 926 27.34 1042 30.77 1003 29.62 964 28.47 925 27.32 1041 30.74 1002 29.59 963 28.44 924 27.29 1040 30.71 1001 29.56 962 28.41 923 27.26 1039 30.68 1000 29.53 961 28.38 922 27.23 1038 30.65 999 29.50 960 28.35 921 27.20 1037 30.62 998 29.47 959 28.32 920 27.17 1036 30.59 997 29.44 958 28.29 919 27.14 1035 30.56 996 29.41 957 28.26 918 27.11 1034 30.53 995 29.38 956 28.23 917 27.08 1033 30.50 994 29.35 955 28.20 916 27.05 1032 30.47 993 29.32 954 28.17 915 27.02 1031 30.45 992 29.29 953 28.14 914 26.99 1030 30.42 991 29.26 952 28.11 913 26.96 1029 30.39 990 29.23 951 28.08 912 26.93 1028 30.36 989 29.21 950 28.05 911 26.90 1027 30.33 988 29.18 949 28.02 910 26.87 1026 30.30 987 29.15 948 27.99 909 26.84 1025 30.27 986 29.12 947 27.96 908 26.81 1024 30.24 985 29.09 946 27.94 907 26.78 1023 30.21 984 29.06 945 27.91 906 26.75 1022 30.18 983 29.03 944 27.88 905 26.72 1021 30.15 982 29.00 943 27.85 904 26.70 1020 30.12 981 28.97 942 27.82 903 26.67 1019 30.09 980 28.94 941 27.79 902 26.64 1018 30.06 979 28.91 940 27.76 901 26.61 1017 30.03 978 28.88 939 27.73 900 26.58 1016 30.00 977 28.85 938 27.70 1015 29.97 976 28.82 937 27.67 1014 29.94 975 28.79 936 27.64 1013 29.91 974 28.76 935 27.61 1012 29.88 973 28.73 934 27.58

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