Cessna 172 cockpit interior

Powered Cessna 170C with larger lifts and more angled tailfin. Although the variant was tested and certified, Cessna decided to change it to a tricycle landing gear and the modified Cessna 170C flew again on June 12, 1955. In order to save time and certification costs, the type was added to the Cessna 170's type certificate as the Model 172. Later , 172 received its type certificate, 3A12. 172 became an overnight sales success, and over 1,400 were built in 1956, its first full year of production.

1960 Cessna 172A

Early 172S were similar in appearance to the 170S, with the same straight tail fuselage and landing gear height, although the 172 had a straight tailfin while the 170 had a rounded fin and rudder. In 1960, the 172A Incorporated revised chassis and swept tailfin, which is still in use today.

The final aesthetic development, found in the 1963 172D and all subsequent 172 models, was lowered by the aft deck allowing for a stern window. Cessna advertised this extra rear view as "Omni-Vision".

Production stopped in the mid-1980s but resumed in 1996 with 160 hp. (120 kW) Cessna 172R Skyhawk. The Cessna supplemented this in 1998 with 180 hp. (135 kW) Cessna 172S Skyhawk SP.

changes

Operational history

1958 record-breaking Cessna 172 built

A Cessna 172 was used in 1958 to set the world flight duration record; the record is still standing.

On December 4, 1958, Robert Timm and John Cook took off from McCarran Airfield in Las Vegas, Nevada, in a used Cessna 172, registration N9172B. They landed back at McCarran Airfield on 7 February 1959, 64 days, 22 hours, 19 minutes and 5 seconds into the flight. The flight was part of a fundraising effort for the Damon Runyon Cancer Foundation. Food and water were transferred by matching speeds with a car chase on a straight stretch of road in the desert and lifting supplies aboard with a cable and bucket. Fuel was taken up by lifting a hose from a fuel truck to the aircraft, filling an auxiliary belly tank fitted for flight, pumping that fuel into the aircraft's normal tanks, and then refilling the belly tank. Drivers guiding while a second person matches the speed with the aircraft with his foot on the car's accelerator pedal.

Engine oil was added using a tube from the cockpit that was fitted to go through the firewall. Only the pilot's seat was installed. The rest of the space was used for padding, on which the relief pilot slept. The starboard cockpit door was replaced with a hinged, accordion-type door to allow supplies and fuel to be lifted aboard. Early in the flight, the engine-driven electrical generator failed. A champion wind generator (which turned out to be a small propeller) was hoisted aboard, glued to the wing support, and plugged into the cigarette lighter socket; it served as the aircraft's source of electricity for the rest of the flight. The pilots decided to end the marathon flight because with 1,558 hours of continuous engine operation during the record-breaking flight, plus several hundred hours already on the engine ahead of time (well in excess of its normal overhaul interval), engine power had deteriorated to the point where they could barely lift themselves off after refueling. The aircraft is on display at the passenger terminal of McCarran International Airport. Photos and details of the flight recording can be seen in the small museum on the upper level of the baggage claim area. After the flight, Cook said:

The next time I feel in the mood to fly endurance, I'm going to lock myself in our trash can with the vacuum cleaner running. That is, until my psychiatrist opens for business in the morning.

Options

1956 Cessna 172, Toowoomba, Australia, 2010

172

The basic 172 appeared in November 1955 as a 1956 model and remained in production until it was replaced by the 172A in early 1960. It was powered by the 300 O-Continental 145 hp. (108 kW) six-cylinder air-cooled engine and had a maximum gross weight of 2,200 lb (998 kg). The introductory base price was US$8,995 and a total of 4,195 were built over five years.

172A

1960 Model 172A introduced the swept-back tailfin and rudder, as well as float valves. The price was $9450 and 1015 were US built.

172B

The 172B was introduced in late 1960 as a 1961 model and featured a shorter undercarriage, a three-inch (76 mm) lengthening of the engine mounts, a redesigned fairing and a sharpened propeller spinner. For the first time, the "Skyhawk" name was applied to an affordable deluxe option package. This added extra equipment included full exterior paint to replace the standard partial paint stripes and standard avionics. Gross weight was increased to 2,250 pounds (1,021 kg).

172C

1962 model was 172C. This led to a line of optional autopilot and starter key to replace the previous pull starter. The seats have been redesigned to be six-touring. A child seat was made as desired to allow two children to carry in the luggage area. 1962 price was US$9,895. A total of 889 Model 172Cs were produced.

Cessna 172D 1 963

The Model 1963 172D introduced a lower rear fuselage with Omni-Vision wraparound rear glass and a one-piece windshield. Gross weight has been increased to 2,300 pounds (1,043 kg), where it would stay up to 172P. New steering and brake pedals have also been added. 1146 172Ds were built.

1963 also saw the introduction of the 172D POWERMATIC. This was powered by a Continental GO-300E producing 175 horsepower (130 kW) and cruising at 11 mph (18 km/h) faster than the standard 172D. This is not actually a new model, but a Cessna 175 Skylark, which was renamed in its final year of production. The Lark gained a reputation for poor engine reliability, and renaming it as the 172 was a marketing attempt to regain sales through a rebrand. This move was not successful, and neither the 1963 Powermatic Skylark was produced again after the 1963 model year.

172E

Cessna 172E dashboard

172E was a 1964 model. Electrical fuses have been replaced with circuit breakers. The 172E also features a redesigned dashboard. 1,401 172Es were built that same year as production continued to rise.

1964 Cessna 172F

172F

1965 Model 172F introduced electric damper actuation to replace the previous control lever system. It was built in France at the Reims Cessna as the F172 until 1971. These models formed the basis for the USAF's T-41A Mescalero primary trainer, which was used in the 1960s and early 1970s as the original flight screening aircraft in the USAF Undergraduate Pilot Training (UPT). Following their removal from the UPT program, some of the extant USAF T-41s were assigned to the USAF Academy for the pilot cadet indoctrination program, while others were assigned to Air Force flying clubs.

A total of 1,436 172Fs were completed.

172g

1966 Cessna F172G

The 1966 model year 172g introduced a sharper spinner and sold for US$12,450 in the base 172 and US$13,300 in the upgraded Skyhawk. 1597 were built.

172H

The 1967 Model 172H was the last Continental O-300 running model. He also introduced the shorter-stroke Oleo gear nose to reduce drag and improve the aircraft's appearance in flight. A new fairing was used, the introduction of shock mounts that transmitted lower noise levels to the cabin and reduced fairing cracking. The electric stall warning horn has been replaced by a pneumatic one.

A 1967 model 172H sold for US$10,950 while the Skyhawk version was US$12,750. A total of 839 172Hs were built.

The 1968 model marked the beginning of the Lycoming Powered 172S.

Electrical supply 172

In July 2010, Cessna announced the development of the electrically powered 172 as proof-of-concept in partnership with Bye Energy. In July 2011, Bye Energy, whose name was changed to Beyond Aviation, announced a taxi prototype test had begun on July 22, 2011 and the first flight would follow shortly. In 2012, the prototype, using Panacis batteries, participates in several successful test flights.

canceled model

172TD

On October 4, 2007, Cessna announced its plans to build a diesel model, which will be designated the 172 Skyhawk TD ("Turbo Diesel") starting in mid-2008. The planned engine was to be a Thielert Centurion 2.0, liquid-cooled, two-litre displacement, double overhead cam, four-cylinder, in-line, turbo-diesel with full digital engine management powers with 155 hp. (116 kW) and burning Jet-A fuel. In July 2013, the 172TD model was canceled due to Thielert's bankruptcy. The aircraft was later finalized into , which was certified in June 2014 and discontinued in May 2018.

Austria Bolivia Chile

• Chilean Army 18×R172K

Ecuador Guatemala Honduras Iraq

An Iraqi Air Force Cessna 172 landing at Kirkuk Air Base

Ireland

• Irish Air Corps 8 × FR172H, 1 × FR172K Five FR172Hs remain in service in 2014.

Liberia Madagascar Pakistan

The most massive, the most reliable, the most popular, the most famous - all this is the Cessna 172 Skyhawk

There is such an original genre of cinema - African adventures. In these films, the protagonist - usually a defender of wildlife - courageously and ingeniously disperses gangs of greedy armed poachers, defending the right of elephants and rhinos to graze freely on the savannah. The hero is usually thin, tanned, wears a khaki shirt, shorts and a wide-brimmed hat, and drives a Landrover Defender. And he also flies a lot and spectacularly on a Cessna 172. The hero's friends also fly on a Cessna 172. It seems that other planes simply do not exist. What is it - the whims of directors? No, dear reader, this is the truth of life.

In the footsteps of Henry Ford

By the way, the recognizable silhouette of the Cessna 172 is familiar to us not only from “African” films, but also from the events of recent national history. Who does not remember the dashing landing of a small plane on Vasilyevsky Spusk, at the very Spassky Gates of the Kremlin? It is worth considering why Matthias Rust chose the Cessna 172 for his record flight (and he, in fact, he was) exactly. And not only Rust. Anyone who first came to some flying club near Moscow for a taste of the sky will be advised with pathos: “What do you care about these pepelats? Yak-52 - that's a beast-machine! But there will certainly be a man in a modest flight suit who, taking you by the elbow, will calmly say without too much aplomb: “Fly for a start on the Cessna, you won’t regret it.” The exact same thing happened to me once. Having tried a lot of winged cars by that time, I fell in love with the Cessna 172 from the very first flight and now I fly only on it. So even though I am not Matthias Rust and not a fighter for the rights of hippos, I am ready to justify my choice. For persuasiveness, let's start with history.

The finest hour of the American company Cessna Aircraft struck on June 28, 1945, when a two-seat Cessna 120 took off into the sky - the world's first "people's aircraft" adapted for mass "stamping" and mass consumption, costing only $2495. In 1948, the Cessna 170 took off - a four-seat version with an increased power engine. The foundation of worldwide popularity was already laid then, and before the transformation of a successful aircraft into a best-selling aircraft, very little remained to be done - to replace the traditional tail-wheel landing gear for those years with a new, three-post one with a nose strut. Such a chassis, much safer, simplifying landing on unprepared sites, and distinguished the new Cessna 172 model, which appeared in 1955. A machine with a 145 hp Continental engine. cost $8,995 and had everything a reliable, safe aircraft for amateur pilots should have: a tricycle landing gear, simple and effective Fowler flaps, a quite comfortable four-seat cabin, and a set of instruments for visual flight. The winged car is a symbol of America. For half a century, Cessna Aircraft and the French company Reims have produced over 43,000 Cessna aircraft of 172 different modifications - an absolute world record.

Before continuing the story, let's agree to call the Cessna 172 simply "Cessna". For if there is an aircraft of this brand worthy of being called collectively, then this is precisely the “172nd”. So, what is the secret of the Cessna's worldwide popularity? Why is this small plane known all over the planet from the African savannah to frosty Alaska, from the deserts of Arabia to prosperous Europe? The secret is in the combination of all qualities and characteristics, the optimal ratio of price and quality.
First of all, the Cessna is truly charming for its ease of piloting, the proportionality of the applied efforts with the maneuver being performed. It is literally in the hands of the pilot, you feel it with your whole being in all modes, which is by no means typical of every aircraft. The Cessna is obedient and accommodating from the first minutes, starting with starting the engine and taxiing to the start. And takeoff! Not to say that the plane shakes with a powerful jerk into the sky - its thrust-to-weight ratio is modest, but in climbing the "172nd" is light and picks up speed quite briskly.

Maybe they will tell you that the Cessna takes off sluggishly, not like the Yak-18T. But the Yak has an excessively powerful motor and a variable pitch propeller, and the Cessna motor has exactly the power that a light non-aerobatic machine needs, the propeller is simple, constant pitch - cheap and reliable. Of course, a variable-pitch steerable propeller would allow more power to be taken from the engine during takeoff (similar to driving in 1st gear) and would provide more economical cruising (similar to driving in 5th gear). But, to be honest, flying on a constant pitch propeller is easier, less hassle. Not a fighter! Yes, and much cheaper, it is worth noting.

Another remarkable feature of the Cessna's character is the combination of stability and controllability. According to the scheme, the aircraft is a strutted high-wing aircraft, and high-wing aircraft are characterized by excessive roll stability, some inertia in the transverse channel. Flying in my time on the Yak-12M, I ran into this: when entering a roll and especially removing it from a roll, I had to help with the pedals, sometimes the control stick travel was not enough. The Cessna pleased even here, even in the "bump" the steering wheel costs were moderate, the ailerons were quite effective. When landing with a crosswind, you can safely land with a roll, touching the runway with one wheel: thanks to the upper position of the wing, you do not risk hitting the ground with it, and handling is quite sufficient even at low speeds in gusty winds. The situation will always be under control.

In general, landing on a Cessna is so remarkably simple that it even provokes liberties, you want not to follow the speed - the plane is very informative in itself. In addition, it has excellent flaps, releasing which to the maximum angle, you can go along a rather steep glide path to a short area. It is somehow ashamed to fly on a Cessna from solid runways, the car shows its best qualities on “partisan” airfields and even unprepared sites. There were so many cases when the Cessnas landed from the route to collective farm fields and country roads, once not even on an important matter, but simply to the store for kvass - I wanted to drink. That's where the "172nd" is in its native element! (No, not in a store, of course.)

Another point is important for those who will learn to fly. "Cessna" forgives such gross cadet mistakes that you are simply amazed. This is not a call to slovenliness (the sky does not like half-educated people), but I can say this about the plane that once saved my life.

Summarizing the subjective reasoning about the pilot's feelings, one could derive the following summary. There are big planes, small ones, and very small ones. This is always palpable in the way they fly. When you fly on the Yak-18T or Yak-12, you feel that in your hands, though small, but still an airship. A different feeling arises in the cockpit of some "ultralight" like Eurostar: a toy. Of course, the attitude to the flight should always be serious, but subjectively, this is the case. So, the Cessna is perhaps the smallest and lightest of all the aircraft I know, which at the same time pleases with the ease of being, but also does not make the impression of a wind toy. Absolutely serious device, hard-working, reliable and practical. Indeed, half a century in production and worldwide recognition is not a joke or an accident.

And instead of the brain, the right Garmin

So, to buy or not to buy? Before making a decision, it is worth realistically assessing the capabilities of the aircraft. Cessna 172 is designed for flights over a maximum range of about 1000 km with a cruising speed of 200-230 km/h. These figures should be understood as follows: you should not fly further than 500 km. That is, if you wish, you can, of course, and there are many examples of this. But not every romantic, not to mention pragmatists, will agree to spend more than two hours in a small salon without a toilet. Although the Cessna 172 is equipped for instrument flights in simple and difficult weather conditions, it is still not a Boeing, but to calculate an extended route at altitudes of no more than 4000 m (in Russian conditions, in reality - 200-600 meters) without the risk of unexpectedly falling into a low Cloudy, fog or rain... It's not obvious, let's say.
You should also take care of the base for your Cessna: even a dirt strip 450-500 m long (chemical site) is suitable for it, and the main concern will be the delivery of gasoline. The Lycoming engine loves aviation gasoline, and the best quality, affordable and cheapest is imported 100LL. In principle, you can fly on high-octane motor gasoline, but here you already need to monitor the temperature of the cylinder heads and exhaust gases, especially in the heat.
The choice of a suitable Cessna is complicated by a huge range of offers, which is by no means easy to understand. Prices for used cars range from $50,000 to $150,000-200,000 or more, depending on the flight and modification. And a great many modifications have been released over the decades. Let's start with the fact that there are still on sale old cars of the 1950s with a "thick" tail section of the fuselage and a characteristic trapezoidal keel. Sometimes it seems that you won’t find two identical “172s”: there are cars with Continental and Lycoming engines, with anti-icing systems, variable pitch propellers, retractable wheel landing gear and amphibious float, manual flaps instead of electric and, of course, a wide variety of instrument clusters and radio electronic equipment.
If your choice falls on a used car, it will almost certainly have some individual feature, and we simply cannot take them all into account. Obviously, the main selection criterion should be the flight time on the glider and propeller group, and the rest will be prompted by experts. A 30-40 year old aircraft is common in private aviation, but it would be a good idea to check the airframe for corrosion. Although in this respect the Cessnas are very tenacious and durable, especially the French Reims.
Dealing with aircraft made since 1996, when Cessna Aircraft resumed piston aircraft production after a hiatus in the 1980s, is much easier. There are only two basic modifications - Skyhawk with a 160 hp engine. and Skyhawk SP with a 180-horsepower engine. Since last year, the "172s" have been produced only with "TVs" - the Garmin 1000 digital avionics complex with data indication on two liquid crystal monitors. These machines deserve special mention.

The appearance of a fundamentally new avionics on light aircraft was considered inevitable by many, but as soon as such machines went into mass production, skepticism appeared. Suspiciousness is treated very simply - by a test flight. Of course, the Garmin 1000 does not replace the pilot's brain, but it does a lot, a lot, better and faster than a person. On a Cessna with analog avionics, there is simply nowhere to get so much information about the route, air and ground conditions, and weather. Garmin will tell you the optimal engine operation mode, help you bypass the rain charge, and, if necessary, give you a direction to an alternate airfield. In principle, a regular GPS receiver does a good job of this work, but “in one bottle” is much more convenient, you need to try it to evaluate it. And if you are told that liquid crystal indicators go blind in the cold, judge logically. Before starting the engine in frosty weather, you will still warm up the engine compartment with a heat gun, and the dashboard in the cab will also warm up at the same time. Elementary. In any case, the "TV" is the future.

But I would be wrong and short-sighted if I did not mention the latest modification - the Cessna 172 Skyhawk TD with a Centurion 2.0 diesel engine manufactured by the German company Thielert Aircraft Engines Gmbh. Diesel power 155 hp - it seems to be not so much, but the “heart” works on ordinary jet fuel, which, unlike scarce jet fuel, is literally everywhere. This radically solves the problem of fuel supply, and the question: “Where can I get gasoline there?” the pilot of the diesel Cessna will no longer be tormented. By the way, this is a good solution for flight schools and civil aviation schools, which also do not smile with the hassle of expensive gasoline.

Sorry, it's time to wrap up, and so much happened (but you can't throw out the words from the song). For half a century, the world has been flying on a Cessna 172 in the same familiar way as in the USSR they drove a Zhiguli. Skyhawk is not only the most massive, but also the most reliable aircraft in the history of aviation. A flight hour costs 150-170 dollars. So what else do you need, Russia?

Translated from the 1973 French edition

ATTENTION!

This manual includes operating instructions, a list of periodic checks and inspections and characteristics of the CESSNA F172L aircraft in standard, training and mail versions.

ON-BOARD DOCUMENTATION

The existing rules provide for the presence of the following documents on board the aircraft, which must be presented to the competent authorities upon request:

1. Airworthiness certificate.
2. Registration certificate.
3. Permission to operate the radio station (if installed).
4. Flight plan.
5. Flight Operations Manual.

GENERAL DESCRIPTION AND DIMENSIONS

dimensions

Wingspan: 11.11 m
Full length: 7.24 m
Gross height: 2.63 m (with navigation light, front shock swaged)

Wings

Profile: NACA 2412
Area: 14.8 m2
Angle of transverse V along the line of 25% of the chord: 1°
Wing installation angle: +1 °
Tip installation angle: 0°

ailerons

Area: 1.66 m2
Deflection angle:
up: 20° +2° -0°
down: 14° +2° -0°

Flaps

Management: electric and cable.
Area: 1.72 m2
Deflection angle: 40°±2°

horizontal tail

Management: cable
Fixed area: 1.58 m2
Angle of attack: -3°
The area of ​​the controlled part (elevator): 1.06 m 2
Deflection angle:
up: 25°±1°
down: 15°±1°

Elevator trimmer

Area: 0.14 m2
Deflection angle:
up: 10°±1°
down: 20°±1°

vertical tail

Management: cable
Fixed area: 0.87 m2
Controlled area: 0.55 m2
Deflection angle:
left: 23° +0° -2°
right: 23° +0° -2°
(perpendicular to the hinge axis)

Chassis

Tricycle with nose strut
Front strut: with hydropneumatic shock absorber
Rear pillars: tubular
Main wheel track: 2.31 m
Front tires: 500 x 5 Pressure: 2.10 bar (30 psi)
Rear tires: 600 x 6 1.45 bar (21 psi)
Front shock pressure: 1.40 bar (20 psi)

Power point

Engine: CONTINENTAL / ROLLS ROYCE O-320 A
Power: 165 HP (74.6 kW)
Fuel:
Aviation gasoline with an octane rating of at least 80/87 or 100L gasoline:
Oil:
SAE 10W30 or SAE 20 below 5°C
SAE 40 above 5°C
Carburetor heating with manual control.

Air propeller

McCAULEY 1A101/GCM6948, 1A101/HCM6948 or 1A101/PCM6948
fixed pitch
Diameter: 1.752 m

Cabin

Quadruple, two entrance doors; luggage compartment.

DESCRIPTION OF CONTROLS

1. Turn signal and slip
2. Airspeed indicator
3. Gyro semi-compass (additional equipment)
4. Atmospheric horizon (additional equipment)
5. Clock (optional equipment)
6. Aircraft identification plate
7. Variometer (optional equipment)
8. Altimeter
9. Marker Beacon Indicators and Radio Switches (Optional)
10. VOR and ILS radio compasses (optional equipment)
11. Rear view mirror with adjustment knob
12. Radio stations (optional equipment)
13. Tachometer
14. Fuel and oil gauges
15. ADF radio compass (option)
16. Vacuum indicator (optional equipment)
17. Ammeter
18. Overvoltage warning light
19. Card drawer
20. Cabin heating and ventilation control
21. flap control
22. Cigarette lighter (optional equipment)
23. Fuel mixture management
24. Aileron trimmer (optional equipment)
25. Microphone (optional equipment)
26. Elevator trimmer
27. Engine control lever (ROD)
28. Carburetor heating control
29. Circuit breakers
30. Circuit breakers
31. Generator switch
32. radio backlight rheostat
33. Instrument illumination rheostat
34. Ignition and starter switch
35. Main switch
36. Fuel syringe handle
37. Parking brake

DESCRIPTION

FUEL SUPPLY SYSTEM

The engine is powered by fuel from two tanks, one in each wing. Fuel enters the carburetor by gravity through a tap and a filter.
See Section 6 Lubrication and Maintenance for more information.

FUEL SLAY DRAIN

See maintenance procedures in section 6.

ELECTRICAL EQUIPMENT DIAGRAM

ELECTRICAL EQUIPMENT

The power supply of the aircraft is provided by an alternator with a rectifier producing a constant voltage of 14 V. The generator is driven by the engine. A 12 V battery is installed on the left side in front of the engine compartment wall, near the engine access hatch. The main switch controls all electrical circuits, except for the clock, the lighting system and an optionally installed flight time counter (the time is counted only when the engine is running).

MAIN SWITCH

The main switch is marked "MASTER" and has two keys, turned on in the up position and off in the down position. . The right switch, labeled "BAT", controls all electrical power to the aircraft. The left key labeled "ALT" controls the operation of the generator.

In most cases, both keys of the switch switch at the same time; it is also possible to turn on the BAT key individually for control on the ground. When the ALT key is turned off, the generator circuit is turned off, and all aircraft circuits are powered from the battery. Prolonged operation with the generator off may cause the battery relay to trip, making it impossible to restart the generator.

AMMETER

The ammeter shows the strength of the current supplied by the generator to the battery or by the battery to the aircraft electrical system. With the main switch turned on and the engine running, the ammeter indicates the amount of current the battery is charging.

OVERVOLTAGE SENSOR AND WARNING LIGHT

The aircraft is equipped with an overvoltage sensor in the on-board network, located behind the instrument panel, and a red signal lamp "HIGH VOLTAGE". If the voltage in the on-board network is exceeded, the sensor automatically turns off the generator circuit; the warning light comes on to indicate that power is being supplied from the battery.

To restart the generator, turn the main switch to the OFF position, then to the ON position. The repeated ignition of the signal lamp indicates a malfunction of the electrical circuits; the flight must be terminated as soon as possible.

To test the signal lamp, turn off the ALT key of the main switch, leaving the BAT key on.

FUSES AND CIRCUIT BREAKERS

Fuses on the instrument panel provide protection for aircraft electrical circuits. Above each fuse is the circuit it protects. The fuse is removed by pressing and turning the cover counterclockwise until it is released. Spare fuses are attached to the inside wall of the glove box.

Note: The flap electrical circuit is protected by a special slow acting fuse. The installation of fuses of a different type is not allowed. The slow-acting fuse is distinguished externally by the presence of a characteristic spring around the body.

There are also two additional fuses: one is located next to the battery and provides protection for the clock and flight time meter circuits; the second fuse is located in the main harness behind the dashboard and provides protection for the generator excitation circuit.

Protection of the power circuit of the generator is provided by a circuit breaker located on the dashboard. The protection of the cigarette lighter circuit is provided by a circuit breaker located on the rear side of the cigarette lighter behind the dashboard.

When an additional radio is installed, the corresponding circuit is protected by a "NAV DOME" fuse. Malfunctions of systems protected by this fuse (aeronautical lights, cockpit lighting, map lights) will lead to a blown fuse and a power outage to all these systems and the additional radio station. To restore the operation of the optional radio, you must turn the switches of these systems to the OFF position (OFF) and replace the "NAV DOME" fuse.

Restarting the systems until the fault is eliminated is not allowed.

LANDING LIGHT (OPTIONAL EQUIPMENT)

The landing light is located at the front of the hood and is controlled by a two-position switch.

COLLISION WARNING LIGHTS AND HIGH INTENSITY FLASHING LIGHTS (OPTIONAL EQUIPMENT)

These lights should not be used when flying in clouds or in the rain. The reflection of flashes of light from water droplets in the atmosphere, especially at night, can lead to dizziness and sensory disturbances. High intensity flashing lights should also be turned off on the ground and in the vicinity of other aircraft.

FLAPS CONTROL

The flaps of the aircraft are electrically controlled and are driven by an electric motor located in the right wing. The flap position is controlled by the WING FLAPS switch located in the center of the lower part of the instrument panel. The position of the flaps is indicated by a mechanical pointer located near the leading edge of the left door.

To extend the flaps, it is necessary to hold the flap control switch in the DOWN position until the desired deflection angle is reached, controlled by the pilot on the indicator. When the switch is released when the desired deflection angle is reached, it automatically returns to the middle position. To retract the flaps, the switch is moved to the UP position. Automatic return of the switch to the middle position from the UP position is not provided.

With flaps extended in flight, moving the switch to the UP position causes the flaps to retract for approximately 6 seconds. Gradual retraction of the flaps is performed by moving the switch to the UP position and then manually returning it to the middle position. Full flap extension under normal flight conditions takes about 9 seconds.

When the flaps are deflected to the lower or upper stop, the flap drive motor is automatically turned off by limit switches. However, once the flaps are fully retracted, manually move the flap control switch to the middle position.

CAB HEATING AND VENTILATION

The cabin air temperature is controlled by two retractable knobs labeled CABIN HT and CABIN AIR. Warm and fresh air are mixed in the ventilation pipe and fed into the cockpit at the level of the pilot's and passenger's feet. Two additional air diffusers are located on the left and right in the upper part of the cabin glazing.

PARKING BRAKE

To apply the parking brake, pull out the brake handle, depress and release the pedals while keeping the handle extended. To release the brakes, depress and release the pedals and make sure the parking brake lever returns to its original position.

STALL ALARM

The stall warning device emits a clearly audible sound at speeds 8-16 km/h (5-10 MPH) above the stall speed and slower speeds up to a stall.

OPERATING LIMITATIONS

1) Certification

The REIMS / CESSNA F172L aircraft is certified under AIR 2052 as amended November 5, 1965 in the General Purpose category with the following operating limitations.

2) Limit speeds

3) Marks on the airspeed indicator

• Redline at 261 km/h = 141 knots = 162 MPH
• Yellow sector from 193 to 261 km/h (104-141 kts, 120-162 MPH) - flying with caution in a calm atmosphere is allowed.
• Green sector from 90 to 193 km/h (49-104 knots, 56-120 MPH) – nominal speed range.
• White sector from 79 to 161 km/h (43-87 knots, 49-100 MPH) – acceptable range of flaps.

4) Maximum permissible overloads at maximum takeoff weight (726 kg)

5) Maximum permissible weight

Maximum allowable takeoff and landing weight: 842 kg.

6) Centering

• Leveling is carried out by a screw located on the outside in the left rear of the cab.
• Centering Reference Plane: Front side of the bulkhead of the engine compartment.
• Permissible centering limits with a mass of 842 kg: front +0.835 m, rear +0.952 m.

7) Allowable loading:

• Maximum capacity of the front seats: 2 pers.
• Minimum crew: 1 person.
• Permissible weight in the cargo compartment: 54 kg

8) Permissible operating conditions

It is allowed to fly day and night on VFR and IFR if the relevant equipment is in working order in accordance with the approved annex to this manual.

9) Icing

Deliberate performance of flights in icing conditions is prohibited.

SIMPLE PILOTAGE

The aircraft is not designed to perform complex aerobatics. Maneuvers required to obtain certain licenses are permitted, subject to the restrictions below. Aerobatic maneuvers other than those specified below are not permitted.

With a long spin, the engine can stop, which does not affect the exit from the spin.

Deliberate introduction of the aircraft into a tailspin with extended flaps is prohibited. Performing aerobatic maneuvers with negative g-forces is not recommended.

It should be remembered that the speed of the aircraft during a dive increases very quickly. Maintaining speed control is an important requirement, as maneuvering at high speeds results in significant g-forces. Avoid abrupt movement of aircraft controls.

ENGINE OPERATING LIMITATIONS

OIL TEMPERATURE LIMITS

Nominal range: indicated by the green sector.
Maximum allowable temperature (red line): 116°C = 240°F.

OIL PRESSURE LIMITS

Minimum allowable idle pressure (red line): 0.69 bar = 10 PSI
Nominal range (green sector): 2.07-4.13 atm = 30-60 PSI
Maximum allowable pressure (red line): 6.89 bar = 100 PSI

FUEL GAUGE READINGS

Empty tanks (unusable residue 6.5 liters in each tank): red line, symbol E

TACHOMETER READING (RPM)

PLATES

The aircraft has the following information plates.

1. In the cargo hold:

Maximum luggage or extra seat weight 120 lbs = 54 kg.

Loading instructions are given on the alignment chart.

2. Near the fuel cock:

ON - OFF (OPEN - CLOSE)

3. On the dashboard near the overvoltage warning light:

OVERVOLTAGE

EMERGENCY ACTIONS

ENGINE FAILURE

1) When taking off

1. Brake wheels
2. Retract flaps
3. Turn off main switch

2) On takeoff after liftoff

1. Set V OL = 113 km/h = 61 knots = 70 MPH (in level flight)
2. Set the mixture knob to the STOP position.
3. Fuel cock CLOSED (OFF)
4. Set magneto switch to OFF position
5. Master switch DO NOT DISABLE to maintain flap control

Attention: Landing should be carried out directly in front of you. Avoid significant course changes and under no circumstances attempt to return to the runway.

3) In flight

1. Set V PR = 113 km / h = 61 knots = 70 MPH (as accurate as possible, with a rotating propeller)
2. Check that the fuel cock is OPEN (ON)
3. Set the mixture knob to maximum enrichment
4. Set the throttle to 2.5 cm from the maximum
5. Set magneto switch to BOTH position

If the screw does not rotate, turn on the starter. If the engine does not start, select a free area for a forced landing and perform the following actions:

1. Set the mixture knob to the STOP position (fully extended)
2. Set throttle to idling (fully extended)
3. Set magneto switch to OFF position
4. Fuel cock CLOSED (OFF)
5. Master switch DO NOT DISABLE to maintain flap control and radio operation.

Note: When landing on an unprepared site, it is recommended to extend the flaps fully.

FIRE

1) On the ground

If a fire is detected in the intake manifold while on the ground:

1. Turn on the starter
2. Set the mixture knob to the STOP position (fully extended)
3. Set throttle to FULL (fully retracted)
4. Fuel cock CLOSED (OFF)

Note: If a fire is detected in the intake manifold at a line start, let the engine run for 15-30 seconds. If the fire continues, perform the above actions (2), (3), (4).

2) In flight

1. Cabin heating CLOSE
2. Set the mixture knob to the STOP position (fully extended)
3. Fuel cock CLOSED (OFF)
4. Set magneto switch to OFF position
5. Main switch DISABLE

Note: It is forbidden to start the engine after a fire. You need to make an emergency landing.

3) In the cockpit

1. Main switch DISABLE
2. Cabin heating and ventilation CLOSE

Note: Use a portable fire extinguisher to extinguish.

4) On the wing

1. Main switch DISABLE
2. Cab ventilation CLOSE

Note: Descent in the direction opposite to the burning wing, trying to extinguish the flame. Land as soon as possible with flaps retracted.

5) Electric fire

1. Main switch DISABLE
2. All other switches OFF
3. Main switch ON

Note: Turn on the switches one by one at short intervals to localize the short circuit.

LANDING

1) With a burst or deflated tire

Extend the flaps in the normal manner and land with the nose up attitude, keeping the wing with the damaged tire up. After touching, apply the brake of the opposite wheel with maximum effort, trying to maintain the trajectory of the run, and stop the engine.

2) When elevator control fails

Bring the aircraft into level flight at a speed of 97 km/h = 52 kt = 60 MPH with flaps extended to 20° using the throttle and elevator trim. Set the descent trajectory only by adjusting the engine power.

Maintaining a negative pitch while descending until touchdown is dangerous and could result in a front wheel strike. To avoid this, at the moment of leveling, move the trimmer to the stop to pitch up, at the same time increasing the engine power so as to bring the aircraft to a horizontal position at the moment of touchdown. Switch off the engine immediately after contact.

EMERGENCY LANDING

Engine running

1. Select a landing site with flaps extended at 20° and a speed of 113 km/h = 61 knots = 70 MPH.
2. Fasten the seat belts.
3. Turn off all switches except magneto switch and main switch.
4. Landing approach should be performed with flaps extended at 40° and speed of 104 km/h = 57 knots = 65 MPH.
5. Unlock cab doors.
6. Fuel cock CLOSE

With the engine off

1. Set the mixture knob to the STOP position (fully extended)
2. Fuel cock CLOSED (OFF)
3. Turn off all switches except the main switch.
4. Approach to land at 113 km/h = 61 knots = 70 MPH
5. Extend flaps
6. Main switch DISABLE
7. Unlock cab doors.
8. Landing should be done with the tail slightly lowered.
9. Braking is done with great effort.

FORCED WATER LANDING

1. To nail or throw away heavy objects.
2. Transmit the message "MAYDAY" at a frequency of 121.5 MHz.
3. In case of strong winds and waves, the landing approach should be carried out against the wind. With strong swell and light wind, land along the crests of the waves.
4. Perform descent with flaps extended at 40° and speed of 104 km/h = 57 knots = 65 MPH with vertical speed of 1.5 m/s = 300 ft/min.
5. Unlock cab doors.
6. Maintain the glide slope down to touchdown in a horizontal position.
7. Protect your head at the moment of contact.
8. Leave the plane (if necessary, open the window to flood the cabin so that the water pressure does not interfere with the opening of the door).
9. After leaving the cabin, inflate the life jackets and the boat.

The aircraft remains buoyant for no more than a few minutes.

FLIGHT IN ICING CONDITIONS

Flight in icing conditions is prohibited. It is allowed to cross the icing zone.

1. Turn on PVH heating
2. By changing the height, choose the area least prone to icing.
3. Fully pull out the cabin heating control knob to use the maximum heat for de-icing.
4. Increase throttle to increase engine speed to clear ice from blades in light icing conditions.
5. Turn on carburetor heater
6. Prepare to land at the nearest airport.
7. In case of significant icing, be prepared to increase stall speed.
8. Do not extend flaps to avoid loss of elevator effectiveness.
9. On approach to the landing site, open the left window and scrape off the ice from part of the canopy to improve visibility.
10. Approach to land on the correct glide path to ensure good visibility.
11. Maintain approach speed of 113-129 km/h (61-69 kts, 70-80 MPH) depending on the thickness of the ice layer.
12. Avoid sudden maneuvers on approach.
13. Landing should be done in a horizontal position.

UNINTENDED SPIN

IN CONDITIONS OF LIMITED VISIBILITY

1. Set the throttle to the idling position (fully extended).
2. Stop the spin with the ailerons and rudder, aligning the aircraft symbol on the turn coordinator with the horizontal mark.
3. Reduce V PR to 129 km/h = 69 knots = 80 MPH.
4. Using the elevator, bring the aircraft into level flight at V OL = 129 km/h = 69 knots = 80 MPH.
5. Do not move the steering wheel. To keep the aircraft on course, use the pedals.
6. Turn on the carburetor heater.
7. After clearing cloud: resume normal flight.

ELECTRICAL FAILURES

1) Complete failure of the onboard network

In the event of a complete failure of the on-board network, the operation of the turn and slip indicator, fuel gauges and flap control stops.
Switch off the main switch. Land as soon as possible.

2) Failure of the generator or voltage regulator

The power supply of the on-board network is provided from the battery.
Switch off all appliances except those absolutely necessary.
After 2-3 minutes turn on the generator again. If it fails again, stop trying to start the generator.
Land as soon as possible.

3) The exit of the parameters of the onboard network beyond the permissible limits

Regularly check the ammeter readings and the overvoltage signal lamp.
If there is insufficient voltage (battery discharge is observed), turn the generator switch to the OFF position and land at the first opportunity.
In case of excessive voltage, the overvoltage sensor automatically turns off the generator and the signal lamp lights up. Move the switch to the OFF position, then to the ON position. If the warning light comes on again, stop the flight as soon as possible.
When flying at night, turn the switch to the ON position when using flaps or a landing light.

INTERRUPTIONS OR LOSS OF ENGINE POWER

Carburetor Icing

Carburetor icing is manifested by a progressive drop in engine mode, turning into interruptions in operation. To remove icing, set the throttle to the FULL throttle position and fully pull out the carburetor heating knob until normal engine operation is restored, then turn off the carburetor heating and return the throttle to the normal position.

If it is necessary to continuously heat the carburetor while flying on the route, set the heating level to the minimum level sufficient to prevent the formation of ice, and lean the mixture until optimum engine operation is achieved.

Candle contamination

Minor in-flight engine interruptions may be caused by fouling of one or more spark plugs with soot or lead deposits. The spark plugs are checked for contamination by briefly moving the ignition switch from the BOTH position to the LEFT (L) or RIGHT (R) position. A drop in engine power when running on one magneto is a sign of dirty plugs or a faulty magneto. Since plug fouling is the most likely cause, the mixture should be lean to the level required for normal en-route flight. If there is no improvement in engine performance within a few minutes, test engine operation with a richer mixture. In the absence of improvements, land at the nearest airfield for repairs. Keep the ignition switch in the BOTH position, since normal ignition from one magneto is not guaranteed during unstable engine operation.

Magneto malfunction

Sudden interruptions or a drop in engine speed are often signs of a single magneto failure. To disable a faulty magneto, move the ignition switch from the BOTH position to the LEFT (L) or RIGHT (R) position, respectively. You should first try different engine operating modes and enrich the mixture in order to determine the possibility of continuing to operate the engine in the BOTH (BOTH) position.

If it is impossible to achieve stable operation of the engine, switch the ignition to a working magneto and land at the nearest airfield for repair.

Oil pressure reduction

A drop in oil pressure reading while maintaining normal oil temperature may indicate a problem with the oil pressure gauge or relief valve. A gauge tube leak does not necessarily result in a forced landing, as a calibrated orifice in the tube prevents a sudden loss of large amounts of oil from the crankcase. However, it is recommended to land at the nearest airfield to determine the cause of the malfunction.

A decrease or complete loss of oil pressure simultaneously with a sharp increase in oil temperature is highly likely to be a sign of an impending accident. It is necessary to immediately reduce the engine power and select a suitable site for a forced landing. On approach, maintain low engine speeds, using the minimum power required to reach the selected touchdown point.

CHARTS FOR LOADING AND CENTERING TIMES

Example of centering calculation	typical aircraft		your aircraft
	Weight, kg	Moment, kg∙m	Weight, kg	Moment, kg∙m
1. Aircraft weight	485	402
2. Oil 1	5	−1,5	5	−1,5
3. Pilot and Passenger	154	153
4. Fuel (as standard) .	61	65
5. Cargo in zone 1 (or child in the seat)	21	34
6. Cargo in zone 2	0	0
7. Takeoff weight	726	652,5
8. By placing the calculated values ​​(726 kg and 652.5 kg∙m) on the centering nomogram, we find that the load is acceptable.
1 A full oil charge is required for every flight.

ZONE 1 = 54 kg

ZONE 2 = 18 kg

ZONE 1 + ZONE 2 = 54 kg

The aircraft is supplied with a cord for lashing cargo. There are 6 eyelets for lashing. The first pair of eyelets is located on the floor of the cargo compartment behind the seats. The second pair of lugs is located 5 cm from the floor at the rear edge of zone 1. The third pair of lugs is located at the top of zone 2. At maximum load (54 kg), it is recommended to use at least four lugs. On aircraft equipped with a rear shelf, fold the shelf forward for loading and lashing. After loading the shelf, put it back in place or remove it.

ALIGNMENT SCHEME
The centers of gravity of the pilot and passenger in the seats are based on average height. The maximum forward and maximum rear positions of the center of gravity are indicated in brackets. The length of the specified lever arm is given for the middle of the corresponding zone.		NOTE The rear wall of the cargo compartment (frame 94) can be used as a reference point for determining the position of the cargo.
STANDARD OPTION ARM ARM (m) 0.99 (from 0.89 to 1.04)		0.99 (from 0.89 to 1.04)

Weight, kg
	Centering moment, kg∙m

Weight, kg
	Centering moment, kg∙m

CONTROL CHECKS

1) a. Turn on main switch, check fuel level, turn off.
b. Magneto switch OFF.
in. Fuel cock OPEN (ON).
d. Remove clips from aircraft controls.
e. On the first flight of the day, drain the sediment from the fuel system to remove water or solids from the system and check the drain cock (the sediment drain vessel is located in the glove box).

2) a. Remove clip from rudder (if installed).
b. Unmoor the tail of the aircraft (if moored)

3) a. Remove clip from ailerons (if equipped).

4) a. Check the pressure in the main wheels.
b. Unfasten the wings.

5) a. Check oil level.
b. Check the appearance of the screw and bushing.
in. Check the cleanliness of the air intake filter.
d. Check that the sludge drain valve is closed.
e. Check shock absorber and nose wheel pressure.
and. Unmoor the plane completely

6) a. Remove the HDPE cover and check the condition of the antenna.
b. Check the cleanliness of the HPH inlet.
in. Check stall indicator.

8) See point 4, check the static pressure receiver on the port side.

BEFORE SEATING IN THE AIRCRAFT

1. Perform a pre-flight inspection according to the diagram in Fig. eight.

BEFORE STARTING THE ENGINE

1. Adjust seats and seat belts.
2. Check the brakes and apply the parking brake.
3. Fuel cock OPEN (ON).
4. Radios and electrical equipment OFF.

ENGINE STARTING

1. Carburetor heating - disabled (handle pushed all the way in)
2. Mix - maximum enrichment (knob pushed in as far as it will go)
3. Fuel injection - as needed.
4. Main switch ON.
5. Engine control lever - 1 cm from the idle position.
6. Start the engine.
7. Check oil pressure.

BEFORE TAKEOFF

1. Throttle - set the speed to 1700 rpm.
2. Check the engine operating mode indicators - arrows in the green sectors.
3. Check the magneto - the speed drop for each magneto is no more than 150 rpm, the speed difference between the magnetos is no more than 75 rpm.
4. Check the operation of the carburetor heating.
5. Check manifold vacuum - 4.6-5.4 inHg.
6. Aircraft controls are free to move.
7. Trimmer - adjusted for takeoff.
8. Cabin doors are locked.
9. Flight instruments and a radio station are functioning.

TAKEOFF

Normal takeoff

1. Remove flaps.
2. RUD - full throttle.
3. Elevator - Raise the nose wheel at 88 km/h (48 kt, 55 MPH).
4. Climb speed: 113-129 km/h (61-70 kt, 70-80 MPH) before clearing obstacles, then set the speed according to the Normal Climb section.

Take off with maximum efficiency

1. Remove flaps.
2. Carburetor heating - disabled (retracted to failure)
3. Brakes - hold down.
4. RUD - full throttle.
5. Brakes - release.
6. Elevator - for pitching to a greater extent against the usual.
7. Climb speed 113 km/h (61 knots, 70 MPH).

CLIMB

Normal climb

1. Speed ​​- 121-137 km / h (65-74 knots, 75-85 MPH).
2. Engine mode - full throttle.

Climb with maximum efficiency

1. Speed ​​- 122 km / h (66 knots, 76 MPH).
2. Engine mode - full throttle.
3. The mixture is the maximum enrichment.

ROUTE FLIGHT

1. Engine mode - 2000-2750 rpm.
2. Elevator trim - adjust.
3. Mixture - lean until maximum speed is reached.

BEFORE LANDING

1. The mixture is the maximum enrichment.
2. Carburetor heating - turn on fully before releasing gas.
3. Speed ​​- 113-129 km / h (61-69 knots, 70-80 MPH).
4. Flaps - in any position; flap extension is permitted at speeds below 161 km/h (87 kt, 100 MPH).
5. Speed ​​- 97-113 km / h (52-61 knots, 60-70 MPH).

NORMAL FIT

1. Landing on the main wheels.
2. When running, gently lower the nose wheel.
3. Effort on brakes - minimum as required.

AFTER LANDING

1. Remove flaps.
2. Carburetor heating - disabled.

BEFORE LEAVING THE PLANE

1. Apply parking brake
2. Radio stations and electrical equipment - OFF
3. Mix - stop (the handle is pulled out to the stop).
4. All switches - OFF
5. Install clips on aircraft controls.

OPERATION PROCEDURES

ENGINE STARTING

The engine starts easily after one or two strokes with a fuel injection syringe in warm weather or six strokes in cold weather. At start-up, extend the throttle by 1 cm. At very low air temperatures, it may be necessary to continue pumping fuel during engine start; slight detonation and puffs of black smoke indicate over-injection. To remove excess fuel from the cylinders, completely lean the mixture, set the throttle to the FULL GAS position and turn the engine over with the starter a few revolutions. After that, continue the starting procedure without pumping fuel.

In case of insufficient injection of fuel, ignition of the fuel does not occur - it is necessary to continue pumping fuel.

If the oil pressure does not rise within 30 seconds (1 minute in winter) after starting, the engine must be switched off. Lack of oil pressure is dangerous for the engine. Do not use carburetor heat after starting unless there are ground icing conditions.

NOTE: When starting from an external battery, do not turn on the main switch until the external power connector is disconnected.

TAXI CONTROL POSITION

TAXIING

Taxi at a moderate speed, using the brakes with care. To improve the course and lateral controllability, set the aircraft controls according to the diagram above. On unprepared sites (sandy, gravel) set low engine speeds.

The nose wheel axle locks automatically when the shock absorber is released. If there is excessive pressure in the shock absorber or rear balance of the aircraft, it may be necessary to manually compress the shock absorber before starting the engine or by applying vigorous braking while taxiing.

PREPARATION FOR TAKEOFF

Engine warm-up

The engine is warmed up during taxiing and at the line start during the checks specified in section 4. Since the power plant is designed for optimal cooling in flight, warming up on the ground at high speeds (2400-2500 rpm) is not recommended (this can cause the engine to overheat).

Magneto check

The check should be carried out with the engine running at 1700 rpm.

Move the magneto switch to the RIGHT (R) position and register the engine speed; move the switch to position BOTH (BOTH); move the magneto switch to the LEFT (L) position and register the engine speed; move the switch to the BOTH position. The speed drop must not exceed 150 rpm for each magneto; the difference in rotational speeds when working on the left and right magnetos should not exceed 75 rpm. In doubtful cases, carry out an additional check at higher engine speeds. The absence of a drop in speed may be a sign of poor ground contact in the ignition system or incorrect magneto adjustment.

Generator check

Checking the operation of the generator and voltage regulator (for example, before flying at night or on instruments) is carried out by briefly (3-5 seconds) connecting the load to the aircraft electrical system (by turning on the landing light or actuating the flap control mechanism at the line start).

Zero readings of the ammeter indicate the normal operation of the generator and voltage regulator.

TAKEOFF

Engine Mode Check

At the initial stage of take-off, it is recommended to check the achievement of normal engine operation. If there are signs of incorrect engine functioning or insufficient acceleration of the aircraft, immediately stop the take-off and re-check the engine in full throttle mode. The engine should run without interruption at a speed of 2500-2600 rpm without turning on the carburetor heating.

To increase the service life of the propeller blades, it is not recommended to stay on the executive start or increase the engine power to full on unprepared (gravel and similar) sites. When taking off, increase engine power gradually and slowly.

Before takeoff from sites above 5,000 feet (1,524 m), lean the mixture until the maximum engine speed is reached at the line start.

Use of flaps

Normal takeoff is made with flaps retracted. Extending the flaps by 10° reduces the aircraft's range by approximately 10%, but does not affect the distance to reach 15 m. Thus, flaps should only be extended to reduce runway runway or on soft and unprepared ground. However, if flaps are used to clear obstacles, it is recommended to leave them extended during the initial climb. An exception to this rule is when taking off in hot weather from high altitude platforms.

Extending flaps to 30° or 40° during takeoff is not recommended.

TAKEOFF WITH A SIDE WIND

Take off with a crosswind to produce at the minimum angle of extension of the flaps, possible on the length of the runway in use. Run up to a speed slightly higher than usual, and when taking off, transfer the aircraft to an intensive pitch-up in order to avoid touching the runway when sliding. After the final lift-off, turn the aircraft to the wind.

CLIMB

See MAXIMUM RATE OF CLIMB CHART.

CLIMB SPEED

Climb at a speed of 121-137 km/h (65-74 kt, 75-85 MPH) with the engine running at full throttle with flaps retracted to ensure optimal engine cooling. Set the mixture control knob to the maximum enrichment position that does not cause engine vibration due to excessive enrichment. The optimum rate of climb is 122 km/h (66 kt, 76 MPH) at zero altitude and decreases to 113 km/h (61 kt, 70 MPH) at 3048 m. full throttle with flaps retracted at 113 km/h (61 kt, 70 MPH).

Taking into account the need for sufficient engine cooling, the duration of flight at such low speeds should be kept to a minimum.

Go-around

In the event of a go-around, quickly retract the flaps to 20°, and when a safe speed is reached, retract them completely. In critical situations, keep in mind that flap retraction up to 20° is achieved by turning the flap control switch to retract for about 2 seconds. This technique allows the pilot to set the flaps to 20° without looking at the flap position indicator.

ROUTE FLIGHT

Normal en route flight is performed at 65-75% of full engine power. The power setting depending on the altitude and ambient temperature is made using the Cessna calculation ruler or the mode table given in section 5.

At a fixed power, true speed increases with flight altitude.

The table shows an example of this relationship for an engine power of 75%.

OPTIMUM FLIGHT PERFORMANCE AT 75% FULL POWER

When flying in heavy rain, it is recommended that the carburetor heater be turned on completely to avoid engine stall caused by water ingestion or icing on the carburetor. It is necessary to adjust the richness of the mixture until smooth operation of the engine is achieved.

STALL

During a stall, the aircraft behaves steadily with both flaps retracted and flaps extended, but slight buffeting may be observed immediately prior to a flaps extended stall.

Stall speeds for maximum weight and forward center of gravity are given in section 5. True speed is indicated, which in near-stall conditions differs from the indicated one.

Reducing the loading of the aircraft leads to a decrease in the stall speed. When approaching a stall, at a speed of 8-16 km/h (4-8.5 kt, 5-10 MPH) above the stall speed, an audible signal sounds, continuing until normal pitch is restored.

A possible roll of the aircraft is corrected by deflecting the ailerons with their subsequent return to the neutral position.

LANDING

Normal landing is made in idle mode at any position of the flaps. Make final approach at a speed of 113-129 km/h (61-69 kt, 70-80 MPH) with flaps retracted or 97-113 km/h (52-61 kt, 60-70 MPH) with flaps extended, in depending on atmospheric turbulence.

LANDING WITH A SIDE WIND

When landing with a crosswind, extend the flaps to the minimum possible angle in accordance with the length of the runway in use. When correcting drift using roll, slide, or any other method, land in a position as close as possible to level flight. Maintain the course of the aircraft using the swiveling nose wheel or brakes.

Excess pressure in the shock absorber can cause the nose wheel to lock up. To release the wheel when landing with a side wind, move the steering wheel away from you after touching; this compresses the shock absorber and releases the nose wheel.

OPERATION AT LOW TEMPERATURES

1. After heating
   1. Make sure the space around the screw is free.
   2. Turn on the main switch.
   3. With the magneto turned off and the throttle fully extended, make 4-10 strokes with the fuel injection syringe, while turning the screw
      Note: To improve the atomization of the fuel, make deep strokes with a syringe. Upon completion of pumping, make sure that the syringe handle is in the locked position.
   4. Turn on the magneto switch.
   5. Pull out the throttle by 1 cm and turn on the starter.
   At negative ambient temperatures, the use of carburetor heating is not recommended. Partial warming up of the carburetor can cause air to enter the intake manifold at temperatures leading to icing
2. Without heating
   1. With the throttle fully extended, make 8-10 strokes with the injection syringe while turning the screw. Leave the injection syringe filled and ready to inject.
   2. Make sure the space around the screw is free.
   3. Turn on the main switch.
   4. Set the mixture knob to maximum enrichment.
   5. Move the ignition switch to the START position.
   6. Make a quick double movement of the throttle, returning it to a position 0.5 cm from idle.
   7. After starting the engine, turn the ignition switch to the BOTH position.
   8. Continue pumping fuel with a syringe or rapid movements of the throttle beyond a quarter of its full stroke until a stable engine operation is achieved.
   9. Check oil pressure.
   10. After starting, fully extend the carburetor heating knob and leave it in the extended position until the engine reaches a steady state of operation.
   11. Lock the fuel primer.
   Note: An inability to start the engine may be caused by icing on the spark plugs. Use an external heater before restarting.

ATTENTION!

Repeated double throttle strokes can cause fuel to build up in the intake manifold, which can lead to a kickback fire.

In this case, you should continue to scroll the engine in order to draw the flame inward.

Starting the engine at low temperatures without heating should be carried out in the presence of an assistant with a fire extinguisher.

At low temperatures, the oil temperature gauge needle may remain at zero. After warming up the engine at a speed of 1000 rpm for 2-5 minutes, the engine should be gassed several times. If there are no interruptions in the operation and propulsion of the engine and stable oil pressure, the aircraft is considered ready for takeoff. At temperatures approaching -20°C, the use of carburetor heating is not recommended. Turning on the heater can create icing conditions in the intake manifold.

PERFORMING A CORKSCREW

A spin is a sustained stall that manifests itself in the rapid rotation of the aircraft with its nose down, in which it describes a helical trajectory. Rotation is the result of a sustained yaw that causes the trailing wing to almost completely stall, while maintaining some of the lift of the leading wing. In fact, rotation is caused by relatively less stalling of the outer wing catching up with the inner wing in the stalled state.

Leave the rudders and elevators deflected to the stop until the aircraft is pulled out of the spin. Inadvertently moving one of the controls to the neutral position could cause the aircraft to go into a downward spiral. The output from the corkscrew is as follows:

1. Deviate the pedals as far as they will go in the direction opposite to rotation.
2. After a quarter of a turn, quickly move the helm away from you to the neutral position.
3. Bring the ailerons to neutral.
   These three steps must be done at the same time.
4. After the rotation stops, bring the pedals to a neutral position, eliminate the roll and gently exit the dive. Do not increase engine power before approaching level flight altitude.

Spinning at engine speeds above idle can result in a faster and more uniform spin. However, after putting the aircraft into rotation, it is necessary to bring the throttle to the idle position.

ATTENTION!

The tables below are based on the results of real tests of the aircraft in the best weather conditions. The tables can be used for pre-flight preparation; however, it is recommended to leave a sufficient additional fuel supply in the calculations, since the data given do not take into account wind, navigational errors, piloting technique, line start time, climb, etc. When assessing the air navigation margin provided for by the rules, all these factors must be taken into account. It should also be remembered that the flight range increases with a decrease in engine power. To solve this problem, use the flight range table.

The table shows lean air range and duration at altitudes from 2500 to 12500 feet, excluding wind, for airplanes with 85 l and 132.5 l fuel tanks with a takeoff weight of 842 kg under standard atmospheric conditions.

Remember that all data are based on standard atmospheric conditions!

PERFORMANCE CHARACTERISTICS

Maximum takeoff weight	842kg
Speed
Maximum at sea level	196 km/h = 106 knots = 122 MPH
Level flight at 75% power at 7000 feet	188 km/h = 102 knots = 117 MPH
Flight range and duration
Practical, at 75% power at 7,000 feet, with 22.5 gal fuel tanks. (85 l), no ANZ	765 km - 412 nautical miles 188 km/h = 102 knots = 117 MPH
Practical, at 75% power at 7000 feet, extended range version with 35 gallon tanks. (132.5 l)	1166 km - 629 nautical miles at 188 km/h = 102 knots = 117 MPH
Maximum range at 10,000 feet with 22.5 gal fuel tanks. (85 l), no ANZ	910 km - 491 nautical miles
Maximum range at 10,000 feet, extended range version with 35 gal fuel tanks. (132.5 l)	1416 km -764 nautical miles at 150 km/h = 81 knots = 93 MPH
Climb at sea level	3.4 m/s = 670 ft/min
practical ceiling	3855 m = 12650 feet

Takeoff
takeoff run	224 m
Distance at height up to 15 m	422 m
Landing
Mileage	136 m
Distance at height up to 15 m	328 m
Empty weight (approximate)
With standard fuel tanks	484 kg
With extended range fuel tanks	486 kg
Load weight	54 kg
49.8 kg/m2
Gross weight per unit of power	9.73 kg/kW
Fuel tanks volume
Total volume of standard fuel tanks	26 gal. - 98 l
Total volume of extended range fuel tanks	38 gal. - 144 l
Oil tank volume	8 qt - 8 l
Propeller: fixed pitch, diameter:	1.752 m
Engine: CONTINENTAL - ROLLS-ROYCE 160 HP (74.6 kW) at 2750 rpm	Model O-320 A

Height	Engine speed, rpm	Power, hp	V march		Hourly fuel consumption		Flight duration, h		Range of flight
			km/h	node	l	Gaul.	Standard	Zoom range	km	sea miles	km	sea miles
									Standard		Zoom range
							85 l	132.5 l	85 l		132.5 l
762 m	2750	92	195	105	26,5	7,0	3,2	5,0	628	339	974	526
2500	2700	87	192	103	25	6,6	3,4	5,3	660	356	1022	552
feet	2600	77	184	99	22	5,8	3,9	6,1	716	387	1110	600
	2500	68	174	94	19,3	5,1	4,4	6,9	764	413	1191	643
	2400	60	165	89	17,4	4,6	4,9	7,7	813	439	1271	686
	2300	53	154	83	15,5	4,1	5,5	8,6	861	465	1336	721
	2200	46	143	77	13,6	3,6	6,2	9,7	885	478	1384	747
	2100	40	128	69	12,1	3,2	7,0	10,9	893	482	1392	752
1524 m	2750	85	195	105	24,2	6,4	3,5	5,5	684	369	1062	574
5000	2700	80	189	102	22,7	6,0	3,8	5,8	716	387	1110	600
feet	2600	71	182	98	20	5,3	4,2	6,6	764	413	1191	643
	2500	63	172	93	18,2	4,8	4,7	7,4	813	439	1271	686
	2400	56	163	88	16,3	4,3	5,3	8,2	853	461	1336	721
	2300	49	150	81	14,4	3,8	5,9	9,2	885	478	1384	747
	2200	43	135	73	12,9	3,4	6,6	10,3	901	487	1400	756
	2100	37	114	62	11,4	3,0	7,5	11,7	870	469	1344	726
2286 m	2700	74	189	102	20,8	5,5	4,1	6,3	772	417	1199	647
7500	2600	66	178	96	18,5	49	4,6	7,1	813	439	1271	686
feet	2500	58	169	91	16,7	4,4	5,1	7,9	861	465	1336	721
	2400	52	158	85	15,1	4,0	5,7	8,8	893	482	1384	747
	2300	45	143	77	13,6	3,6	6,3	9,8	901	487	1408	760
	2200	40	124	67	12, 1	3,2	7,1	11,1	885	478	1368	739
3048 m	2700	68	187	101	19,3	5,1	4,4	6,8	821	443	1271	686
10000	2600	61	176	95	17,4	4,6	4,9	7,6	861	465	1336	721
feet	2500	54	165	89	15,5	4,1	5,4	8,5	893	482	1392	752
	2400	48	150	81	14	3,7	6,1	9,4	909	491	1416	765
	2300	42	132	71	12,5	3,3	6,8	10,6	893	482	1384	747
3800 m	2650	60	178	96	17	4,5	5,0	7,8	885	478	1376	743
12500	2600	56	171	92	16,3	4,3	5,3	8,2	893	482	1392	752
feet	2500	50	156	84	14,7	3,9	5,8	9,1	909	491	1416	765
	2400	44	138	75	13,2	3,5	6,5	10,1	901	487	1400	756

Note:

1. En route flight is usually performed with engine power not exceeding 75% of nominal.
2. The table does not take into account fuel consumption during takeoff and the air navigation fuel reserve provided for by the rules.
3. Calculated indicators are given for the variant with wheel fairings. For the standard and training options, the difference between the flight speeds and the calculated ones is 3.15 km/h (1.7 knots) for the highest of the indicated speeds, 1.6 km/h (0.85 knots) for the smallest ones.

TRUE SPEED CHART

WITH FLAPS RETRACTED
V PR, km/h	80	97	113	129	145	161	177	193	209	225
V OL, MPH	50	60	70	80	90	100	110	120	130	140
V I, km/h	85	97	111	126	140	156	172	188	206	222
V I, MPH	53	60	69	78	87	97	107	117	128	138
WITH FLAPS EXTENDED
V PR, km/h	64	80	97	113	129	14.5	161
V OL, MPH	40	50	60	70	80	90	100
V I, km/h	64	80	98	116	134	151	169
V I, MPH	40	50	61	72	83	94	105

STALL SPEED

V С, km/h (MPH)

Maximum takeoff weight 846 kg	ROLL ANGLE
	0°	20°	40°	60°
	89 km/h	92 km/h	101 km/h	126 km/h
With retracted flaps	55 MPH	57MPH	63 MPH	78 MPH
	79 km/h	82 km/h	90 km/h	113 km/h
With flaps extended at 20°	49MPH	51 MPH	56 MPH	70 MPH
	77 km/h	79 km/h	87 km/h	108 km/h
With flaps extended at 40°	48 MPH	49MPH	54 MPH	67MPH

ROOM LENGTH

with flaps retracted on paved runway

Max. weight, kg	V PR at a height of 15 m	Head wind, km/h	At sea level		726 m		1524 m		2286 m
			takeoff run	At a height of 15 m	takeoff run	At a height of 15 m	takeoff run	At a height of 15 m	takeoff run	At a height of 15 m
726	113 km/h	0	224 m	422 m	277 m	506 m	340 m	605 m	414 m	744 m
		18.5	152 m	315 m	192 m	381 m	236 m	460 m	296 m	572 m
		37	93 m	222 m	120 m	271 m	154 m	332 m	195 m	419 m
Note: The distance increases by 10% for every 15° increase in temperature from the indicated one. When taking off on a dry grass runway, the distance increases by 10%.

RUN LENGTH

with flaps extended on a paved runway at idle in calm

Max. weight, kg	V PR at a height of 15 m	At sea level		726 m		1524 m		2286 m
		Mileage	At a height of 15 m	Mileage	At a height of 15 m	Mileage	At a height of 15 m	Mileage	At a height of 15 m
726	97 km/h	136 m	328 m	143 m	346 m	151 m	364 m	158 m	383 m
Note: Distance is reduced by 10% for every 7.5 km/h (4 kt, 6.4 MPH, 2 m/s) headwind speed. The distance increases by 10% for every 15° increase in temperature from the specified one. When landing on a dry grass runway, the distance increases by 20%.

MAXIMUM CLIMB

flaps retracted at full throttle

MAXIMUM PLANNING DISTANCE

SHORT ROAD LANDING

Approach to land at a speed of 97 km/h (52 kt, 60 MPH) with flaps extended. Landing on the main wheels. Lower the nose wheel immediately after touchdown and apply heavy braking.

LIMIT SPEED OF SIDE WIND

Takeoff: 37 km/h (20 kt, 10 m/s)
Landing: 28 km/h (15 knots, 7.5 m/s)

The Cessna 172 Skyhawk (Skyhawk) is an American light-engine four-seat multi-purpose aircraft, which is one of the most popular among the existing models of the Cessna aircraft manufacturer.

Photo Cessna 172

Despite the fact that the development of this aircraft was carried out in the mid-50s of the last century, the production of the Cessna 172 Skyhawk light aircraft continues to this day. Initially, the need for the production of the Cessna 172 Skyhawk was incredibly huge, however, towards the mid-80s, consumer demand fell sharply, as a result of which production of this model was discontinued until 1998, after which production resumed. In total, over the 47-year production period, more than 43 thousand units of these aircraft rolled off the assembly line of the American aircraft manufacturer, which is why the Cessna 172 Skyhawk aircraft are currently the most massive in the history of world aviation.

During the production of the Cessna 172 Skyhawk, aircraft manufacturers from the USA decided not to design the aircraft, which is called from scratch, and therefore, the Cessna 170 model was adopted as the base support. Instead of the old engine, on the Cessna 172 Skyhawk, engineers installed a powerful piston six-cylinder aircraft engine Continental O-300, which has a power of 145 hp. The basic configuration of the aircraft lasted less than five years, but during this period 4195 aircraft were produced, which naturally indicated the interest of customers.

Cessna 172 photos

The Cessna 172 Skyhawk light-engine aircraft is distinguished not only by its high reliability, but also by quite attractive flight performance - the maximum flight speed of the aircraft was 302 km / h, and the flight range exceeded 1250 kilometers, which gave the aircraft every chance to compete with existing light-engine models. aircraft from other manufacturers.

However, in 1960, aircraft manufacturers introduced an upgraded version - the Cessna 172A, which had a modified tail section, improved control systems, and in addition, a new improved version could land on water, for which, aircraft designers developed special mounts for the float landing gear. For all the time, 1015 aircraft of this type were built, however, the upgraded version did not enjoy proper popularity.

Cessna 172 cab

The Cessna 172B was introduced by American aircraft manufacturers in 1960, but mass production of this model began in 1961. The main features of the Cessna 172B were an increased takeoff weight, a modified landing gear, a modified profile of the propeller fairing and the hood of the aircraft.

With the advent of the Cessna 172C in 1962, the aircraft received a number of improvements. This mainly includes the presence of an autopilot system, an electric starter, improved adjustment of the passenger and pilot seats, and in addition, in addition to three passengers on board, it became possible to transport two children, the seats for which were installed in the luggage compartment.

The Cessna 172D, which appeared in 1963, underwent a major change in exterior design - a circular window appeared in the rear of the cockpit, the windshield became one-piece, the pilot received a new steering wheel and pedals. A few more months later, the current model was upgraded - aircraft manufacturers installed a new Continental GO-300E aircraft engine, which increased the aircraft's power, amounting to 175 hp.

In 1964, the base model Cessna 172 was improved, causing the aircraft manufacturer to introduce the Cessna 172E, which had an increased maximum takeoff weight, as well as a modified control panel.

Photo Cessna 172 with float landing gear

The Cessna 172F, introduced in 1964, received electrically controlled flaps to make the aircraft easier to control.

In 1966, aircraft builders improved the handling of the base Cessna 172, resulting in the Cessna 172G, virtually indistinguishable from the original production version.

The Cessna 172H light-engine aircraft received practically no technical changes, however, thanks to the new hood, the noise in the cockpit was significantly reduced. In addition, the landing gear base became shorter, which reduced aerodynamic drag during flight and slightly reduced fuel consumption.

In 1968, two new models of light aircraft appeared at once - the Cessna 172I and the Cessna 172J. The Cessna 172I was equipped with a new Lycoming O-320 piston engine, producing 150 hp, which provided improved thrust and increased airspeed. The Cessna 172J model never went into mass production (only 7 aircraft were produced) due to the impracticality of replacing fairings with a strong increase in price.

The Cessna 172K model had larger tanks, allowing it to cover almost 1.5 thousand kilometers, and in addition, the engineers revised the rear fuselage, making changes to it, which increased the maneuverability of the aircraft. In terms of design, the side windows have been replaced and widened to provide a better view.

The Cessna 172L aircraft underwent a number of changes in the landing gear, which became tubular instead of a spring one, which in turn facilitated the weight of an empty aircraft, and thanks to the increased clearance, it became easier for pilots to land.

The Cessna 172M model was equipped with all the necessary electronics (radio, lighting, transponder, etc.), and in essence, the model itself is purely marketing, however, despite this, the aircraft still attracted buyers, but not in such a in large numbers as before.

Cessna 172P photo

The Cessna 172N was equipped with the new Lycoming O-320-H2AD aircraft engine, developing 160 hp, and in addition, now, thanks to the increased capacity of the fuel tanks, the fuel supply on board the aircraft was 250 liters.

The Cessna 172O model, which was supposed to appear in 1980, never went into mass production due to a number of technical problems during the design, as a result of which the project was curtailed and closed.

The Cessna 172RG Cutlass modification received a Lycoming O-360-F1A6 engine with a power of 180 hp, while the aircraft designers managed to increase the cruising speed of the aircraft to 260 km / h. However, this model did not find wide distribution, which is why the release was discontinued within 3 years.

Photo Cessna 172 Electric-powered

The Cessna 172P is nothing more than an upgraded Cessna 172N, which, due to the installation of a new engine, began to have a huge number of maintenance problems. The engine had to be replaced by a Lycoming O-320-D2J of similar power, however, at the same time, the aircraft manufacturer proposed using even larger tanks, thereby allowing the aircraft to cover a distance of 1570 km. In addition, the flap angle was reduced to 30 degrees, and the maximum takeoff weight of the aircraft began to be 1089 kg.

The Cessna 172Q Cutlass received a powerful Lycoming O-360-A4N piston engine, producing 180 hp, which increased the maximum takeoff weight and cruising speed to 226 km/h. In general, the model has become similar to the Cessna 172P.

Cessna 172R represents the first representative after the start of the resumption of production of these aircraft. The 160 hp engine was returned to the aircraft, but the model itself was replaced with a more efficient and expedient in operation - Lycoming IO-360-L2A. The maximum takeoff weight of the aircraft is 1111 kg.

Photo Cessna 172S

In 1998, the developers of the American aircraft manufacturer introduced the Cessna 172S model, which has a powerful 180 hp engine, improved handling, increased maximum takeoff weight and modern avionics.

Among other things, the base model Cessna 172 had two special versions: the Cessna FR172J Reims Rocket, which had a 210 hp engine. and accelerating to a cruising speed of 243 km / h, as well as the Cessna 172 Turbo Skyhawk JT-A, which has a 155 hp diesel aircraft engine. Both models are produced exclusively in single versions in agreement with the future owner.

In addition, in mid-2010, the Cessna 172 Electric-powered model was introduced, which has an electric motor. The model is currently being prepared for production and is expected to launch in 2017.

Specifications Cessna 172.

• Crew: 1 person;
• Passenger capacity: 3 people (depending on the model, an additional carriage of 2 children is allowed);
• Aircraft length: 8.28 m;
• Wingspan: 11 m;
• Aircraft height: 2.7 m (Depending on modification);
• Empty weight: 767 kg. ;
• Maximum takeoff weight: 1111 kg. (Depending on version);
• Payload: 344 kg. (Depending on version);
• Cruise speed: 226 km/h. (Depending on version);
• Maximum flight speed: 302 km / h. (Depending on version);
• Maximum flight range: 1289 km. (Depending on version);
• Maximum flight altitude: 4100 m. (Depending on version);
• Aircraft engine type: piston;
• Powerplant: Lycoming IO-360-L2A (Depending on version);
• Power: 160 HP (Depending on modification).

 

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