CESSNA 172

THE AIRPLANE
The airplane is an all-metal, four-places, high-wing, single-engine airplane equipped
with tricycle landing gear.
 FLIGHT CONTROL
The airplane flight control system consists of a conventional aileron, rudder and
elevator control surfaces. The control surfaces are manually operated trough
mechanical linkage using a control wheel for the ailerons and elevator, and
rudder/brake pedals for the rudder.
 FLAPS
The wing flap are electrically driven by selecting the wing flap switch on the
instrument panel to the desired flap deflection position.
 LANDING GEAR
The landing gear is of the tricycle type with a steerable nose wheel and two main
wheels. Shock absorption is provided by the tubular spring-steel of the main landing
gear struts. Nose landing gear sock absorption is provided by the air/oil nose gear
shock strut.

Each main landing gear wheel is equipped with a hydraulically actuated disc-type
brake on the inboard side of each wheel.
 THE ENGINE
The airplane is powered by a horizontally opposed, four cylinders, overhead-valve, air-
cooled, carbureted engine. The engine is a Lycoming model o-320-H2AD and is rated
at 160 HP at 2700 RPM.

The airplane is equipped with a two-bladed, fixed-pitch.

 FUEL SYSTEM
The airplane is equipped with a standard fuel system. Fuel flows by gravity from the
two wing tanks to a four-position selector valve, labelled BOTH, RIGHT, LEFT and OFF.

The fuel selector valve should be in the BOTH position for take-off, climb and landing.
Operation from either LEFT or RIGHT tank is reserved for cruising flight.
STANDARD FUEL SYSTEM
Total fuel Total usable fuel Total fuel in each tank
EC - ENE 43 US GAL 40 US GAL 21.5 US GAL
EC - HRV 42 US GAL 38 US GAL 21 US GAL
 FUEL SYSTEM
The fuel system is equipped with drain valves to provide a means for the examination
of fuel in the system for contamination. The system should be examined before the
first flight of every day and after refuelling.

The fuel quantity should be checked with a fuel stick before each flight, because the
fuel quantity is measured by a float system is not very accurate.
FUEL SYSTEM
 LUBRICATING SYSTEM
Oil for engine lubrication is supplied from a sump on the bottom of the engine. The
capacity of the engine sump is:

• 6 quarts for ENE

• 8 quarts for HRV, IKJ, KVE

1 Quarts = 0,946353 liters

FLIGHT INSTRUMENTS
 CHECKLIST
The major function of the flight deck checklist is to ensure that the crew will properly
configure the airplane for any given segment of flight. It forms the basis of procedural
standardization in the cockpit.

The complete flight checklist is sub-divided into specific task-checklists for almost all
segment of the flight, i.e., PREFLIGHT, TAXI, BEFORE LANDING, etc.; and in particular
before the critical segments: TAKEOFF, APPROACH, and LANDING.

Other checklists are also used on the flight-deck, the emergency checklist.

CHECKLIST
NORMAL PROCEDURES EMERGENCY PROCEDURES
Read and Do Do and Check Memory Items Read and Do
 NORMAL TAKE OFF BRIEFING
Entering runway:
• Clearance received
• Check final and runway free
• Check carburetor heat is OFF ( in)
• Check mixture RICH
• Check Fuel selector BOTH
• Check wing flap UP
• Landing and strobe light ON * When cleared for TAKE OFF or
Transponder ALT cleared to LINE UP

* Before the TAKE OFF roll: adjust Directional Gyro ( Heading Indicator) to Compass
Heading and check windsock
NORMAL TAKE OFF BRIEFING
 NORMAL TAKE OFF BRIEFING
WHEN LINED UP:
• Full power ( check RPM sufficient )
• Maintain centerline with rudder ( ailerons into wind )
• Speed alive 40 kt
• 50 kt engine parameters on green
• 60 kt ROTATION
• 65 kt inial climb
• 500 feet AGL, flaps up ( if they were used for take off), accelerate to 75 kt, landing
light off
 EMERGENCY BRIEFING
Emergency during TAKE OFF ROLL:

Still on the ground ( before rotation )

• Sufficient runway: Throttle idle, apply brakes, stop within the remaining
runway on the centerline, if its possible communicate.

• Not sufficient runway: Throttle idle, apply brakes, mixture cut off, fuel
selectors OFF, ignition off, comunicate: STOPPING IBRXXX, master switch off
 EMERGENCY BRIEFING
Emergency during TAKE OFF ROLL:

During the initial climb ( after rotation )

• Sufficient runway: 65kt, throttle idle, full flaps, secure the aircraft ( throttle idle,
mixture cut off, fuel selectors OFF, ignition off, comunicate if time permits, master
switch OFF and land back on the runway )

• Not sufficient runway: 65kt, clean configuration.

• Less than 500 AGL max turn 45 degrees each side from the runway and land where
possible.

• 500 feet AGL turn back to the field to land on opposite runway, taxiway or apron,
communicate when sure you can land – flaps as required, secure the aircraft before the
touch down (throttle idle, mixture cut off, fuel selectors OFF, ignition off, master OFF
ENGINE FAILURE IN FLIGHT
 PERFORMANCE
Rate of climb

Climb from 4000 ft to 6000 ft

OAT: -10ºC

4000: (655 + 600)/2 = 628 fpm

6000: (545 + 495)/2 = 520 fpm

Mean Rate of climb = (628 + 520)/2 = 520 fpm

= 574 fpm
 PERFORMANCE
Climb performance

Airport elevetion: 2000 ft

Climb: 6000 ft

Time 7 min
Fuel: 1.3 US GAL
Distance: 9 nm
PERFORMANCE
 PERFORMANCE
Landing distance:
PA: 2000 ft
OAT: 30ºC

Ground roll: 590 ft

Total: 1370 ft
 MASS AND BALANCE
Maximum Takeoff Weight: 2300 lbs
Maximum Landing Weight: 2300 lbs
Maximum Weight in Baggage Compartment:
• Area 1: 120 lbs
• Area 2: 50 lbs

CG station103.2 / 2300 = 44.8

MASS AND BALANCE
MASS AND BALANCE
MASS AND BALANCE
 LIMITATIONS
AIRSPEED LIMITATIONS

Vne (Never Exceed) 158 KIAS

Vno 127 KIAS

Va (Maneuvering) 80-99 KIAS

Vfe (Maximum Flap Extended) 110 KIAS

Maximum Doors Open 158 KIAS

Vs (Stall Speed Clean) 44 KIAS

Vso (Stall Speed Flaps Down) 33 KIAS

V glide (flap up) 65 KIAS