Flight technical characteristics of cessna 172

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Instrumentation Cessna 172 SP

Introduction

The Cessna 172 SP Skyhawk is the world's most massive aircraft in the history of mankind. The history of the Cessna company began in 1911 when Clyde Cessna built his first aircraft. The company was officially registered in 1927. The company has produced a variety of gliders of a wide variety of types, but the company is best known for its light aircraft intended for private use. Production of the Cessna 172 began back in 1955. In those days, the C-172 was powered by the Continental O-300 six-cylinder engine, but from 1967 the engine was replaced by the Lycoming O-320 four-cylinder. Various modifications of the C-172 were produced, in total more than 42,000 aircraft were produced.

In 1992, the Cessna 172 Skyhawk SP was released, which differed from the conventional C-172 in a more powerful engine. The modern modification of the Cessna 172 Skyhawk SP is equipped with a 180 horsepower engine, has a range of more than 1,100 kilometers, a cruising speed of 230 km / h, and a service ceiling of more than 4,200 meters. It is equipped with GPS navigation equipment and an autopilot of one control axis.

One of the models that you get when you install the X-Plane flight simulator (including the demo version) is the Cessna 172 SP. The model has both a 2D and 3D cockpit, and has all the flight characteristics of its real model, which allows it to be used for initial basic training of beginners. In this article we will conduct short review the main instruments of the aircraft.

Dashboard

The Cessna 172 SP is equipped with all the instruments needed for visual and instrument flight. Externally, the panel looks like this:

Now we will consider these devices in more detail and in order. Let's start our review with the devices of the so-called "standard six". These are instruments located in the central part of the panel. There are six of them. And they look like this:

Now we will consider each device separately and describe its main purpose.

	Indicator speed indicator. This device displays the speed of the aircraft relative to the air. The device is color-coded. The white arc shows the speed range over which the flaps can be used. The green arc marks the speed range in which the aircraft should be operated. The yellow arc indicates speeds that are only allowed in the absence of turbulence. The red line indicates the speed, after exceeding which, the aircraft can begin to collapse. An additional white scale at the bottom is used to help calculate the true airspeed (this feature is not supported in X-Plane). The speed is shown in knots. 1 knot = 1.852 km / h
	Artificial horizon. The aviogorzont device is divided into two parts: the blue one symbolizes the sky, the brown one - the earth. On top of the attitude indicator there is a roll scale (graduated through 10 °, and after 30 through 30 °). In the center is the pitch scale. Pitch is the angle that indicates how "up" or "down" the nose of the aircraft is.
	Altimeter (or altimeter). This instrument displays altitude in feet (ft) 1 foot = 0.3048 meters). An altimeter measures altitude by measuring air pressure. The higher the altitude, the more discharged the air becomes. The pressure at sea level is set using a special knob ("ratchet", "dial"). The pressure value is shown in the middle on the right and left sides of the scale of the device - in millibars and inches of mercury. The device has two arrows and a diamond-shaped marker. The long needle points to hundreds of feet, the short needle points to thousands of feet, and the marker points to tens of thousands of feet. Thus, we can conclude that the altimeter in the picture shows an altitude of 1680 feet (or ~ 512m in terms of).
	Turn coordinator It consists of an airplane silhouette showing the rate of turn (degrees per minute) and a slip indicator ball. The serifs L and R denote standard turn speeds. Side slip usually occurs during a turn. A ball is a slip indicator. With correct piloting technique, the pilot should always keep the slip indicator ball centered. If the ball deviates from the center position, you must return it to the center using the pedals, deflecting the airplane's rudder.
	Directional indicator or simply gyrocompass. The device has a movable scale graduated by degrees, a fixed arrow indicating the current direction of the aircraft and a movable mark of the heading generator. Over time, the gyrocompass readings deviate from the magnetic one, so a special wheel (SYN) is made to correct the gyrocompass on the left of the direction indicator. On the right is the heading dial.
	Variometer (vertical speed indicator). The instrument displays the rate of climb or the rate of descent of the aircraft (vertical speed) in feet per minute multiplied by 100 (ft / min x 100). 1 foot per minute = 0.00508 meters per second (m / s)

Next, consider the next group of devices. This group displays information about the parameters and operating modes of the power plant (engine and its systems). Below the "standard six" of the main instruments is an important gauge showing the engine speed.

In flight, the engine speed should be in the green sector. It is forbidden to operate the engine at the speed indicated by the red sector. The window under the arrow shows the number of hours worked by the engine.

Consider the devices located on the left side of the panel:

	The device shows the temperature overboard and the current time. Pressing the button to the right of the temperature readout toggles between Fahrenheit and Celsius. The watch has three operating modes, indicated by a small square at the bottom. Modes are switched by the lower left button. In the first mode, the clock shows the current time, hours and minutes. In the second mode, the clock shows the current month and day. In the third mode, the stopwatch indicator is shown. The stopwatch is controlled by the lower right button. The first press of the stopwatch button starts the countdown, the second - stops the stopwatch, the third one resets the stopwatch to 0.
	Fuel remaining indicator in the right and left fuel tanks. The critical fuel level is marked in red.
	Indicator for exhaust gas temperature (scale on the left) and fuel consumption rate (scale on the right). Excessively high gas temperatures are a sign of a possible engine fire, therefore, the temperature must always be monitored to prevent possible engine overheating. During the flight, the fuel consumption must be within the green sector.
	Oil system parameter indicator. It displays temperature (left) and oil pressure (right). Acceptable readings are marked in green.
	Pressure indicator in the pneumatic system (scale on the left). For normal operation, it must be within the green sector). Right scale - this part of the device is an ammeter that measures the current strength of the on-board electrical system. During normal generator operation, the current should be positive. A negative value indicates a malfunction of the generator and the discharge of the on-board battery.

To the right of the main panel is a block of three navigation devices:

	Heading indicator VOR / LOC. Two identical devices are used to work with VOR (VHF Omnidirectional Range, omnidirectional radio beacon) and ILS (Instrument Landing System, Glide path landing system).
	Automatic radio compass, abbreviated ARK (ADF, Automatic Direction Finder). The ARC scale is not connected with the gyrocompass, therefore (when necessary) it must be manually set so that it coincides with the direction of flight using the dial knob in the lower right corner of the device.

More details about the purpose and operation of these devices will be discussed in another article.

Consider the following panel with a group of devices. These are additional navigation tools and devices for working with aircraft radio equipment.

	Audio panel. Designed to select a channel for listening to signals from radio stations and beacons. By pressing the buttons COM1, COM2, NAV1, NAV2 and ADF, you can turn on and off the sound of the corresponding receivers (this is indicated by the green indicator on the button). There are also indicators that light up when flying over the far (O), middle (M) and near (I) drives. The sound from the drives is turned on with the MKR button.
	GPS receiver (in this case Garmnin GS430). This is a multifunctional device, the main function of which is to accurately determine and display the current position of the aircraft and its speed, using space satellites (Global Positioning System) for this. Based on this data, it can also display the distance, course and time to fly at current speed to a target airfield (AIRP button), VOR beacon (VOR button), GPRS beacon (NDB button), or airway intersections (FIX button). The names of objects for display are set using their codes. To move between the letters of entering the code, use the left and right arrow buttons, the values ​​of the letters are changed with the PREV and NEXT buttons.
	Two blocks of short-wave receivers (radio stations, COM1, COM2) and receivers (NAV1, NAV2). The numbers on the board show the frequency at which the radio station (receiver) operates in this moment... Receivers COM1 and COM2 are intended for communication and work with air traffic controllers. And the NAV1 and NAV2 receivers are used for tuning to the frequencies of radio navigation equipment (VOR, ILS). The frequency setting is done by turning the tuning wheels on the lower right side of each instrument. The large wheel changes units, the small wheel changes tenths of a number.
	Receiver for NDB beacons (connected to the ARK device). Each frequency bit is entered separately, using small wheels under the numbers. It also contains the flightdir mode switch.
	Responder (squawk). The device serves to identify and display the aircraft on the dispatcher's radar screen. The transponder code is entered bit by bit with four wheels, similar to the NDB frequency. To the right of the code there is a switch that switches the transponder to different modes of operation. In X-Plane, the transponder is used for its real purpose when flying online and has two modes out of four: SBY (standby) and XPDR ("C" mode). In STANDBY (SBY) mode, the transponder is on but is not transmitting anything. In this mode, the transponder must always be until the aircraft has occupied the runway (area). In XPDR (Mode C, pronounced "Charlie Mode"), the transponder receives a signal from the dispatch radar and responds with its code. In the air and on the lane, the transponder should always operate in C mode. It is very important to remember to turn the transponder into C mode before seizing the lane, and put it in STANDBY mode after the lane is vacated. On the left is the white IDENT button. If you press it, the plane's mark on the controller's radar will start blinking. The dispatcher may ask you to enable IDENT mode if he cannot find you in a heavy traffic flow.
	Autopilot control unit. Autopilot usage will be discussed in a separate article.

Now let's look down and look at the bottom of the dashboard. So on the right:

1. Two knobs, located under each other, regulating the brightness of the lighting of the instruments and the cabin lighting.
2. A lever (retractable and retractable) controls the engine speed, abbreviated as throttle (throttle control).
3. Lever of mixture control. It regulates the ratio between gasoline and air entering the engine, thereby decreasing or increasing its power.
4. Trim wheel. Sets the position of the elevator trimmer (a trimmer is a device that allows you to adjust the deflection angle and, accordingly, the effort at the aircraft's steering wheel.) Next to it (to the left) is an indicator showing the position of the elevator trimmer.
5. Lever for flaps position control.
6. Valve for switching fuel supply from fuel tanks. Has four positions: cut off the fuel supply (OFF), turn on the supply from the left (L), both (BOTH) or right (R) fuel tank. In 2D mode, shown on the dashboard. If 3D mode is enabled, the crane is to the right of the pilot's seat.

Now let's look at the left side of the bottom panel. The switch box is located here:

The starter is located on the left. The starter motor has OFF, Left Magneto (L), Right Magneto (R), Both Magneto (BOTH), and Ignition Spring loaded (IGN) positions. For more details on all ignition modes, see the article describing starting the engine.

To the right of the starter are a pair of red switches that turn on the electrical system. The left toggle switch turns on the generator, the right one turns on the battery. Immediately behind them is the fuel pump switch and five side light control switches: beacon, landing light, taxiway light, navigation lights, wing flashing lights. The last in the row are the Pitot tube heating switch and the avionics switch. Avionics is called on-board electrical equipment used for piloting an aircraft, for example, a navigation system, autopilots, a communication system, etc.

Above the center of the dashboard is a display on which warning labels light up:

Warnings come on when a generator fails, battery failure, low fuel level, brakes on, low oil pressure, oil temperature or vacuum system out of range.

There is a magnetic compass on the visor of the dashboard:

The magnetic compass is used as a backup device in case of failure of the gyrocompass. The magnetic compass can only be used in level flight. In a bend, it shows incorrect values.

More details on the use of all these devices will be discussed in other articles.

© 2007-2014, Virtual Airline X-Airways

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WikiHow works like a wiki, which means that many of our articles are written by multiple authors. To create this article, 19 people, some anonymous, worked to edit and improve it over time.

Surprise your friends with aviation knowledge. Landing the plane is the most important part of the flight. Safety comes first! These instructions assume that you are approaching an airfield with a left-hand approach, moderate wind, clear visibility.

Steps

Receive an ATIS report 10 miles (16.09 km) before entering the terminal area, contact the tower (control tower) or approach control tower and report the following:

• call signs of the tower / DPP, tail number of the aircraft, your location, altitude, I land with information previously obtained ATIS code... The tower will give you instructions. These instructions assume that you have received instructions to approach from the left (or right) to X-Lane and report as you approach Point 45. (These are approximate instructions, some specific information sometimes requested by the OTC is not included here).

• Perform a pre-landing check against this list: brake check, landing gear extended and locked, fuel mixture fully enriched, fuel tank switch BOTH, flaps optional, (propeller pitch constant), oil temperature and pressure on green, MASTER switch on, ignition switch (magneto ) in the BOTH position, (carburetor heating is on if rpm is less than 1500RPM), seat belts are on, landing lights are on. The plane is ready to land.

  Turn on the carburetor heater and descend to reach the altitude indicated on the approach pattern for that airport by the time you reach point 45 (turn 3). You may be slightly higher at this point. Suppose the altitude in this diagram is 1200 feet above sea level. Try to descend at 500 fpm vario. This will help your eardrums feel better.

  When approaching point 45, contact the tower and report the height and how far away you are. The tower will allow you to land or just take note of you.

  Remember that when you come within a quarter of a mile from the lane, you must turn downwind (the segment between turn 3 and turn 2). At this point, you should be cleared to board. You should be flying at 80-85 knots at about 2000 RPM.

  Be aware that when you abeam the runway, you must turn on the carburetor heater and drop to 1500 RPM. Hold the bow level until the arrow on the airspeed indicator hits the white area, then extend the flaps 10 degrees. By adjusting the pitch of the propeller, reduce the speed to 75 knots for visual signs, then check with the instruments. Steer using the rudder pedals as well. However, be careful not to press the pedals too hard: slip + stall = corkscrew!

  When the runway edge is 45 degrees behind you (point 45), turn left at base (the segment between turn 3 and 4) and extend the flaps another 10 degrees. Your speed should be around 70 knots. Do not change the position of the flaps during a turn; do this only after exiting the turn. You are now flying perpendicular to the runway. Be especially careful at airports with parallel lanes to avoid getting onto the parallel lane approach route in this U-turn, or you may collide with other aircraft.

  Wrap onto the pre-boarding straight. After completing the turn, extend the flaps an additional 10 degrees. The point at which you plan to sit should appear stationary. By adjusting the propeller pitch, maintain a speed of 60-70 KIAS (instrument knots). Control the height by adjusting the traction. Maintain the indicated airspeed above 60 knots, but do not focus on the gauge alone. Use the ailerons to compensate for the effect of the crosswind, and use the rudder pedals to keep the aircraft on the center line of the runway.

  When you are a few feet above the ground, smoothly release power and level the plane. To keep the plane level, you have to pull the control wheel more and more and, in the presence of a crosswind, compensate for it with the ailerons. Only apply the brakes when necessary (if you are approaching the edge of the lane or to avoid hindering the movement of other aircraft). Continue until you reach taxi speed (speed of a fast walking person) and exit onto the nearest taxiway. Don't stop until you reach the stop line.

• Do a post-landing check and call the tower if they haven't called you yet.

  • When you are over the runway and keep the nose of the aircraft slightly raised while slowing the aircraft, look towards the end of the runway and keep the lower front window frame parallel to the horizon / edge of the runway. If you cannot see the strip in front, use your peripheral vision to control the position of the aircraft relative to the ground.
  • Enjoy.
  • If you don't even have a pilot's training license, you can only fly with an instructor. And if you have one, you will still need an instructor's mark that you can fly alone.
  • If you do not get on the lane, do not be afraid to go around. Engage full throttle and hold the nose of the aircraft so it does not go too high. Ascend and gradually retract the flaps. The difference between a good pilot and a fool is that the former knows when to go around and the latter is in vain.
  • Approach speed depends on various conditions such as wind speed / direction. Check with your instructor for approach speed if you are unsure. You can also determine the speed of the approach by doing stalls. The approach speed is usually 1.3 times the stall speed. It can be defined as follows: multiply the stall speed by 3, move the comma one decimal place to the left and add the wind speed correction to this and add the stall speed. For example, at a stall speed of 50 km / h, the approach speed will be 65 km / h. Make sure the aircraft is ready to land before attempting this approach. It is especially useful when you do not know the nominal approach speed for that aircraft. For example, for older aircraft that have been modified (a 1973 Cessna 172 is unlikely to fly as it did 40 years ago), or if you are flying on an unfamiliar plane, or if you have any problems (stuck flaps, etc.).

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

There is such a distinctive genre of cinema - African adventures. In these films, the main character - usually a defender of wildlife - bravely 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, drives a Landrover Defender. And he also flies a lot and effectively on the Cessna 172. The hero's friends also fly on the Cessna 172. It seems that other planes simply do not exist. What are the filmmakers' whims? 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, near the Kremlin's Spassky Gate? It is worth considering why Matthias Rust chose the Cessna 172 for his record flight (and he, in fact, was). 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 want with these pepelats? Yak-52 - here's a beast machine! " But there will certainly be a person in a modest flight suit who, taking you by the elbow, will calmly say without unnecessary aplomb: “Fly to the Cessna first, you will not regret it”. Roughly the same thing happened to me once. Having tried many 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'm not Mathias Rust and not a fighter for the rights of hippos, I'm ready to justify my choice. To be convincing, let's start with history.

Finest hour American company Cessna Aircraft struck on June 28, 1945, when the two-seater Cessna 120 took to the skies - the world's first "people's plane" adapted for mass "stamping" and mass consumption, which cost only $ 2,495. In 1948, the Cessna 170 took off, a four-seater version with an increased power engine. The foundation of worldwide popularity was already laid then, and before the successful aircraft turned into a best-selling aircraft, there was very little left to do - to replace the traditional for those years landing gear with a tail support with a new, three-pillar with a nose strut. Such a chassis, much safer, easier to land on unprepared sites, and distinguished the new model Cessna 172, which appeared in 1955. Machine with a Continental engine with a capacity of 145 hp. It cost $ 8,995 and had everything a reliable, safe aircraft for hobby pilots is supposed to have: a tricycle landing gear, simple and efficient Fowler flaps, a completely comfortable four-seater 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 with the story, let's agree to call the Cessna 172 simply "Cessna". For if there is an aircraft of this brand that deserves to be collectively called, it is precisely the "172nd". So, what is the secret of 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 lies in the combination of all qualities and characteristics, the optimal ratio of price and quality.
First of all, "Cessna" is truly charming with the simplicity of piloting, the proportionality of the efforts being made to the maneuver being performed. It is literally in the hands of the pilot, you can feel it with your whole being in all modes, which is by no means typical of every aircraft. "Cessna" is obedient and agreeable from the first minutes, starting with starting the engine and taxiing to the start. And take off! Not to say that the plane shakes with a powerful jerk into the sky - its thrust-to-weight ratio is modest, but in the climb, the 172nd is light and picks up speed quite briskly.

Perhaps 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's motor has exactly the power that a light non-aerobatic vehicle needs, the propeller is a simple, constant-pitch propeller - cheap and reliable. Of course, a controllable propeller with a variable blade pitch (pitch) would allow more power to be removed from the engine on takeoff (analogous to driving in 1st gear) and would provide a more economical cruising mode (analogous to driving in 5th gear). But, to be honest, flying on a constant pitch propeller is easier, less hassle. Not a fighter! And much cheaper, it is worth noting.

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

In general, landing on the Cessna is so remarkably simple that it even provokes liberties, one would like not to monitor the speed - the plane is very informative in itself. In addition, he has excellent flaps, having released them to the maximum angle, you can go along a rather steep glide path to a short area. On the "Cessna" somehow ashamed to fly from solid runways, their best qualities the machine shows up at "partisan" airfields and even unprepared sites. There have been many cases when on "Cessny" people landed from the route on the collective farm fields and country roads, somehow not even on an important matter, but just to the store for kvass - I wanted to drink. This is where the "172nd" is in its native element! (No, not in the store, of course.)

One more point is important for those who will learn to fly. "Cessna" forgives such gross cadet mistakes that one is simply amazed. This is not a call to sloppiness (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 sensations, the following summary could be derived. There are planes big, small and very small. It is always perceptible in the manner of their flight. When you fly on the Yak-18T or Yak-12, you feel that in your hands, though small, but still an airship. A different sensation arises in the cockpit of some "ultralight" like Eurostar: a toy. Of course, the attitude to flight should always be serious, but subjectively this is the case. So, "Cessna" is, perhaps, the smallest and lightest of all aircraft known to me, which at the same time pleases with the ease of being, but does not make the impression of a toy of the wind. An absolutely serious apparatus, hard-working, reliable and practical. Indeed, half a century in production and worldwide recognition is not a joke or an accident.

And instead of a brain, the correct Garmin

So, to buy or not to buy? Before making a decision, it is worth realistically assessing the capabilities of the aircraft. The Cessna 172 is designed for flights at 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 even every romantic, not to mention the pragmatists, will agree to spend more than two hours in a small salon without a toilet. Although the Cessna 172 is equipped for instrument flight 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 really - 200-600 meters) without the risk of unexpectedly plunging into low clouds, fog or rain ... It's not obvious, let's just say.
You should also take care of the base for your "Cessna": even an unpaved strip 450-500 m long (chemical site) will suit it, and the main concern will be the delivery of gasoline. The Lycoming motor loves aviation gasoline, and the highest quality, affordable and cheapest one is imported 100LL. In principle, it is possible to fly on high-octane motor gasoline, but here it is already necessary 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 proposals, which is by no means easy to understand. Prices for used cars range from $ 50 thousand to $ 150-200 thousand or more, depending on the plaque and modification. And a great many modifications have been released over the course of decades. To begin with, there are still on sale old machines from the 1950s with a “thick” tail section of the fuselage and a characteristic trapezoidal keel. Sometimes it seems that you will not 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 combinations and electronic equipment.
If your choice falls on a used car, it will almost certainly have some individual peculiarity, and we simply cannot take them all into account. Obviously, the main selection criterion should be a raid on the glider and the propeller-driven group, and the rest will be prompted by specialists. An airplane aged 30-40 years is a common phenomenon in private aviation, but it is a good idea to check the airframe for corrosion. Although in this respect, "Cessna" is very tenacious and durable, especially the "French" Reims.
It's much easier to deal with aircraft built since 1996, when Cessna Aircraft resumed production of piston aircraft after a hiatus in the 1980s. There are only two basic modifications - Skyhawk with 160 hp engine. and a Skyhawk SP with a 180-horsepower engine. Since last year, "172s" have been produced only with "TVs" - a Garmin 1000 digital avionics complex with data indication on two LCD monitors. These machines are worth highlighting.

The appearance of a fundamentally new avionics on light aircraft was considered by many to be inevitable, but as soon as such machines went into mass production, skepticism arose. 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 "Cessna" with analog avionics, there is simply nowhere to get so much information about the route, air and ground situation, weather. Garmin will prompt you the optimal engine operating mode, help you bypass the rain charge, and, if necessary, will give you a direction to an alternate airfield. In principle, a regular GPS receiver does some of this work well, but "in one bottle" is much more convenient, you need to try it in order to evaluate it. And if they tell you that the liquid crystal indicators go blind in the cold, think logically. Before starting the engine in frosty weather, you will still warm up the engine compartment with a heat gun, at the same time the dashboard in the cockpit will also warm up. Elementary. In any case, the future belongs to "TVs".

But I would be wrong and myopic if I did not mention the latest modification - Cessna 172 Skyhawk TD with diesel engine Centurion 2.0 manufactured by the German company Thielert Aircraft Engines Gmbh. Diesel power 155 HP - seemingly not so much, but the "heart" works on ordinary aviation kerosene, which, in contrast to the scarce aviation gasoline, 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 in the hassle of expensive gasoline.

Sorry, it's time to wrap up, and so much happened (but you can't throw out a word from the song). For half a century, the world has flown a Cessna 172 as usual, as in the USSR they went to Zhiguli. Skyhawk is not only the most widespread, but also the most reliable aircraft in the history of aviation. A flight hour costs $ 150-170. So what else do you want, Russia?

Translated from the 1973 French edition.

ATTENTION!

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

ON-BOARD DOCUMENTATION

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

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

GENERAL DESCRIPTION AND DIMENSIONS

dimensions

Wingspan: 11.11 m
Full length: 7.24 m
Full height: 2.63 m (with aeronautical light, with front shock absorber crimped)

Wings

Profile: NACA 2412
Area: 14.8 m 2
Transverse V angle along the 25% chord line: 1 °
Wing angle: +1 °
End installation angle: 0 °

Ailerons

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

Flaps

Control: electric and cable.
Area: 1.72 m 2
Deflection angle: 40 ° ± 2 °

Horizontal tail

Control: cable
Stationary area: 1.58 m 2
Angle of attack: −3 °
The area of ​​the controlled part (elevator): 1.06 m 2
Deflection angle:
up: 25 ° ± 1 °
downward: 15 ° ± 1 °

Elevator trim

Area: 0.14 m 2
Deflection angle:
up: 10 ° ± 1 °
down: 20 ° ± 1 °

Vertical tail

Control: cable
Stationary area: 0.87 m 2
Controlled area: 0.55 m 2
Deflection angle:
left: 23 ° + 0 ° -2 °
right: 23 ° + 0 ° -2 °
(perpendicular to the axis of the hinge)

Chassis

Tricycle with bow strut
Front pillar: 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 grade gasoline:
Butter:
SAE 10W30 or SAE 20 below 5 ° C
SAE 40 above 5 ° C
Manual carburetor heating.

Air propeller

McCAULEY 1A101 / GCM6948, 1A101 / HCM6948 or 1A101 / PCM6948
Fixed step
Diameter: 1.752 m

Cabin

Quadruple room, two front doors; luggage compartment.

DESCRIPTION OF CONTROLS

1. Direction and slip indicator
2. Airspeed indicator
3. Gyropocompass (optional equipment)
4. Artificial horizon (additional equipment)
5. Clock (optional equipment)
6. Aircraft identification plate
7. Variometer (optional)
8. Altimeter
9. Marker Indicators and Radio Switches (Optional)
10. VOR and ILS radio compasses (optional)
11. Rearview mirror with adjustment knob
12. Radio stations (optional equipment)
13. Tachometer
14. Fuel and oil gauges
15. ADF radio compass (optional)
16. Vacuum gauge (optional)
17. Ammeter
18. Overvoltage warning light
19. Card drawer
20. Cab heating and ventilation control
21. Flap control
22. Cigarette lighter (optional)
23. Fuel mixture management
24. Aileron trimmer (optional)
25. Microphone (optional)
26. Elevator trim
27. Engine control lever (throttle)
28. Carburetor heating control
29. Circuit breakers
30. Circuit breakers
31. Generator breaker
32. Radio illumination rheostat
33. Instrument lighting rheostat
34. Ignition and starter switch
35. Main switch
36. Fuel injection 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 the tap and filter.
Additional Information Refer to Section 6 Lubrication and Maintenance.

DRAINING FUEL Sludge

See section 6 for maintenance procedures.

WIRING DIAGRAM

ELECTRICAL EQUIPMENT

The aircraft is powered by a generator alternating current with a rectifier generating a constant voltage of 14 V. The generator is driven by the engine. The 12 V battery is installed on the left side in front of the engine compartment wall, near the engine access door. The main switch controls all electrical circuits, except for the clock, the lighting system and an additionally installed flight time counter (the time is counted only when the engine is running).

MAIN SWITCH

The main switch is labeled "MASTER" and has two buttons, switched on in the upper position and switched off in the lower position . The right key on the switch, labeled "BAT", controls all power to the aircraft. The left key labeled "ALT" controls the operation of the generator.

In most cases, both switch keys are toggled at the same time; it is also possible to activate the BAT key separately for ground control. When you turn off the ALT key, the generator circuit is disconnected, and all circuits of the aircraft are powered by the battery. Continuous operation with the generator off may trip the battery relay, making it impossible to restart the generator.

AMMETER

The ammeter shows the strength of the current supplied by the generator to the storage battery or by the storage battery to the aircraft on-board network. With the main switch on and the engine running, the ammeter shows the battery charge current.

OVERVOLTAGE SENSOR AND SIGNAL LAMP

The aircraft is equipped with an overvoltage sensor located behind the dashboard and a red "HIGH VOLTAGE" warning light. If the voltage in the on-board network is exceeded, the sensor automatically disconnects the generator circuit; the warning light comes on to indicate that the battery is supplying power.

To restart the generator, turn the main switch to the OFF position, then to the ON position. Re-lighting of the warning lamp indicates a malfunction of the electrical circuits; the flight should be terminated at the earliest opportunity.

To test the warning light, turn off the ALT key of the main switch, leaving the BAT key on.

FUSES AND MAINS PROTECTION CIRCUITS

The fuses on the dashboard provide protection for the aircraft electrical circuits. Above each fuse is indicated 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 inner wall of the glove box.

Note: The electrical circuit of the flaps is protected by a special slow-blow fuse. Other types of fuses are not permitted. The slow-blow 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 protects the watch circuits and the flight time counter; a second fuse is located in the main harness behind the instrument panel and provides protection to the generator excitation circuit.

The generator's power circuit is protected by a mains circuit breaker located on the dashboard. Cigarette lighter circuit protection is provided by a circuit breaker located at the rear of the cigarette lighter behind the dashboard.

When installing an additional radio station, the corresponding circuit is protected by a "NAV DOME" fuse. Malfunctions of the systems protected by this fuse (aeronautical lights, cockpit lighting, map illumination) lead to the fuse blown and the power cut of all the specified systems and the additional radio station. To restore the operation of the additional radio station, it is necessary to turn the switches of these systems to the OFF position and replace the "NAV DOME" fuse.

Re-enabling the systems until the malfunction is corrected is not allowed.

HEADLAMP (OPTIONAL EQUIPMENT)

The landing light is located at the front of the bonnet and is controlled by an on / off switch.

COLLISION LIGHTS AND HIGH INTENSITY FLASHLIGHTS (OPTIONAL EQUIPMENT)

These lights should not be used when flying in the clouds or in the rain. 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.

FLAP CONTROL

The aircraft flaps are electrically controlled and powered by an electric motor located in the right wing. The position of the flaps is adjusted with the "WING FLAPS" switch located in the center of the lower part of the dashboard. The position of the flaps is indicated by a mechanical pointer arrow located near the front edge of the left door.

To extend the flaps, the flap control switch must be held in the DOWN position until the desired yaw angle is reached, as controlled by the pilot. When the switch is released when the desired deflection angle is reached, it automatically returns to the middle position. The switch is moved to the UP position to retract the flaps. There is no automatic return of the switch to the middle position from the UP position.

With the flaps extended in flight, moving the switch to the UP position will retrace the flaps for approximately 6 seconds. The flaps are gradually retracted by moving the switch to the UP position and then manually returning it to the middle position. A 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 switched off by the limit switches. However, after the flaps are fully retracted, manually move the flap control switch to the middle position.

CABIN HEATING AND VENTILATION

The air temperature in the cab is controlled by means of two pull-out knobs labeled "CABIN HT" and "CABIN AIR". Warm and fresh air is 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 cab glazing.

PARKING BRAKE

To set the airplane on the parking brake, pull out the brake handle, press and release the pedals, keeping the handle extended. To release the brakes, press and release the pedals and make sure the parking brake handle returns to its original position.

STUMP ALARM

The stall alarm emits a clearly audible sound at speeds exceeding the stall speed by 8-16 km / h (5-10 MPH) and at slower speeds up to and including stall.

OPERATING LIMITATIONS

1) Certification

The REIMS / CESSNA F172L is certified according to the AIR 2052 regulations as amended on November 5, 1965 in the general category with the following operational restrictions.

2) Limiting speeds

3) Marks on the airspeed indicator

• Red line at 261 km / h = 141 knots = 162 MPH
• Yellow sector from 193 to 261 km / h (104-141 knots, 120-162 MPH) - it is allowed to fly with caution in a calm atmosphere.
• 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) - permissible flap range.

4) Maximum permissible overload at maximum take-off weight (726 kg)

5) Maximum permissible weight

Maximum allowable takeoff and landing weight: 842 kg.

6) Centering

• Leveling is done with a screw located on the outside in the left rear part of the cab.
• Centering reference plane: front of the bulkhead of the engine compartment.
• Allowable centering limits with a mass of 842 kg: front +0.835 m, rear +0.952 m.

7) Permitted loading:

• Maximum front seat capacity: 2 pers.
• Minimum crew size: 1 person.
• Permitted weight in the cargo hold: 54 kg

8) Acceptable operating conditions

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

9) Icing

Intentional flying in icy conditions is prohibited.

SIMPLE PILOTING

The aircraft is not designed for complex aerobatics. It is possible to perform the maneuvers required to obtain some licenses, subject to the restrictions below. Aerobatics, other than those indicated below, are not allowed.

With a prolonged spin, the engine may stop, which does not affect the exit from the spin.

The intentional spin of the aircraft with the flaps extended is prohibited. It is not recommended to perform aerobatics with negative g-forces.

It should be remembered that the speed of an aircraft during a dive increases very quickly. Maintaining control of your speed is important as it is high speeds leads to significant overloads. Avoid sudden movement of aircraft controls.

ENGINE OPERATING LIMITS

OIL TEMPERATURE LIMITS

Nominal range: indicated by a green sector.
Maximum permissible 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

INDICATIONS OF FUEL METERS

Empty tanks (non-discharged remainder of 6.5 liters in each tank): red line, symbol E

TACHOMETER READING (rpm)

PLATES

The following information signs are installed on the aircraft.

1. In the cargo hold:

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

For loading instructions, refer to the alignment chart.

2. Near the fuel cock:

ON - OFF

3. On the dashboard near the overvoltage warning light:

OVERVOLTAGE

ACTION IN EMERGENCY SITUATIONS

ENGINE FAILURE

1) When taking off

1. Brake with wheels
2. Retract flaps
3. Switch off the main switch

2) On takeoff after takeoff

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

Attention: Land in front of you. Avoid major course changes and under no circumstances attempt to re-enter the runway.

3) In flight

1. Set V PR = 113 km / h = 61 knots = 70 MPH (as accurately 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 a position of 2.5 cm from the maximum
5. Set the magneto switch to BOTH

If the propeller does not turn, turn on the starter. If the engine does not start, select a clear forced landing site and proceed as follows:

1. Set the mixture knob to the STOP position (fully pulled out)
2. Set the throttle to the LOW GAS position (fully extended)
3. Set the magneto switch to OFF
4. Fuel cock CLOSE (OFF)
5. DO NOT DISCONNECT main switch to maintain flap control and radio operation.

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

FIRE

1) On the ground

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

1. Switch on starter
2. Set the mixture knob to the STOP position (fully pulled out)
3. Set the throttle to the FULL GAS position (fully retracted)
4. Fuel cock CLOSE (OFF)

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

2) In flight

1. Cab heating CLOSE
2. Set the mixture knob to the STOP position (fully pulled out)
3. Fuel cock CLOSE (OFF)
4. Set the magneto switch to OFF
5. Main switch OFF

Note: Do not start the engine after a fire. An emergency landing is required.

3) In the cockpit

1. Main switch OFF
2. Cab heating and ventilation CLOSE

Note: Use a portable fire extinguisher to extinguish.

4) On the wing

1. Main switch OFF
2. Cab ventilation CLOSE

Note: Perform descent to the side opposite to the burning wing, trying to extinguish the flame. Land as soon as possible with flaps retracted.

5) Electric circuit fire

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

Note: Close the circuit breakers one after the other at short intervals to localize the short circuit.

LANDING

1) With a burst or deflated pneumatic

Lower the flaps in the normal manner and pitch-land, keeping the damaged wing raised. After touching, apply the brake of the opposite wheel with maximum force, trying to maintain the trajectory of the run, and stop the engine.

2) If the elevator control fails

Level the aircraft at 97 km / h = 52 knots = 60 MPH with flaps extended at 20 ° using the throttle and elevator trim. Set the descent trajectory only by adjusting the engine power.

Maintaining negative pitch while descending until landing is dangerous and could result in a front wheel impact. To avoid this, at the moment of leveling, turn the trim tab all the way to the pitch-up position, at the same time increasing the engine power so as to bring the plane into a horizontal position at the moment of touchdown. Switch off the engine immediately after touching.

EMERGENCY LANDING

With the 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 the magneto switch and the main switch.
4. The approach should be performed with flaps extended at 40 ° and a speed of 104 km / h = 57 knots = 65 MPH.
5. Unlock the cab doors.
6. Fuel cock CLOSE

With the engine off

1. Set the mixture knob to the STOP position (fully pulled out)
2. Fuel cock CLOSE (OFF)
3. Turn off all switches except the main switch.
4. Landing approach at a speed of 113 km / h = 61 knots = 70 MPH
5. Flap down
6. Main switch OFF
7. Unlock the cab doors.
8. Land with a slightly lowered tail.
9. Perform braking with great effort.

FORCED LANDING ON WATER

1. Attach or throw heavy objects.
2. Send the message "MAYDAY" at 121.5 MHz.
3. In strong winds and waves, the landing approach should be upwind. In case of strong swell and light wind, land along the crests of the waves.
4. Descend with flaps extended at 40 ° and a speed of 104 km / h = 57 knots = 65 MPH with a vertical speed of 1.5 m / s = 300 ft / min.
5. Unlock the cab doors.
6. Maintain the glide path of descent until touchdown in a horizontal position.
7. Protect the head at the moment of touching.
8. Leave the plane (if necessary, open the window to flood the cockpit so that the water pressure does not interfere with the door opening).
9. After leaving the cockpit, inflate the lifejackets and the boat.

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

FLIGHT IN ICE CONDITIONS

It is prohibited to fly in icy conditions. Crossing the icing zone is allowed.

1. Turn on the heating of the high pressure pump
2. By changing the height, select the zone least prone to icing.
3. Fully extend the cab heating control handle to maximize de-icing heat.
4. Increase throttle to increase engine speed to remove ice from blades in case of light icing.
5. Turn on carburetor heating
6. Prepare to land at the nearest airport.
7. In case of significant icing, be prepared for an increase in stall speed.
8. Do not extend the flaps to avoid loss of elevator efficiency.
9. On the way to the landing site, open the left window and scrape off the ice from a part of the lantern to improve visibility.
10. To make the approach to land on the correct glide path to ensure good visibility.
11. Maintain an approach speed of 113-129 km / h (61-69 knots, 70-80 MPH) depending on the thickness of the ice layer.
12. Avoid sudden maneuvers when approaching.
13. Land in a horizontal position.

UNINTENTIONAL RELEASE INTO THE CORKSCREW

UNDER RESTRICTED VISIBILITY

1. Set the throttle to the LOW GAS position (fully extended).
2. Stop the spin with the ailerons and rudder by aligning the airplane symbol on the turn coordinator with the horizontal mark.
3. Decrease V OL to 129 km / h = 69 knots = 80 MPH.
4. With the help of the elevator, bring the aircraft level flight at V PR = 129 km / h = 69 knots = 80 MPH.
5. Do not move the steering wheel. Use the pedals to keep the aircraft on course.
6. Turn on the carburetor heater.
7. After exiting cloud cover: 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 direction indicator and slip, 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 onboard power supply is provided by the rechargeable battery.
Turn 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) Out of the parameters of the onboard network outside the permissible limits

Regularly check the ammeter and overvoltage warning light.
If the voltage is insufficient (battery discharge is observed), turn the generator switch to the OFF position and land as soon as possible.
If overvoltage occurs, the overvoltage sensor automatically shuts off the generator and the warning light comes on. Flip the switch to the OFF position, then to the ON position. If the warning lamp comes on again, stop flying as soon as possible.
When flying at night, move the switch to the ON position when using the flaps or landing light.

INTERRUPTION OR DROP IN ENGINE POWER

Carburetor icing

Carburetor icing is manifested by a progressive drop in engine speed, turning into interruptions in operation. To eliminate icing, set the throttle to the FULL GAS 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 its normal position.

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

Candle fouling

Minor engine interruptions in flight can be caused by contamination of one or more of the spark plugs with carbon deposits or lead sediment. Check the spark plugs 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 plugs dirty or a malfunctioning magneto. Since the most likely cause is plug fouling, the mixture should be lean to a level necessary for normal en-route flight. If there is no improvement in engine performance, check engine operation with a richer mixture for a few minutes. If there is no improvement, land at the nearest airfield for repairs. Keep the ignition switch in the BOTH position, since normal ignition from one magneto is not guaranteed if the engine is unstable.

Malfunction of magneto

Sudden interruptions or a drop in engine speed are often symptoms of a single magneto malfunction. To turn off the faulty magneto, turn the ignition switch from the BOTH position to the LEFT (L) or RIGHT (R) position, respectively. Beforehand, you should test various modes of engine operation and enrich the mixture in order to determine the possibility of continuing the engine operation in the BOTH position.

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

Reducing oil pressure

Decrease in oil pressure readings while maintaining normal temperature oil may indicate a malfunctioning oil pressure gauge or safety valve. A leak in the pressure gauge tube does not necessarily result in a forced landing, as a calibrated diaphragm in the tube prevents a large amount of oil from suddenly being lost from the crankcase. However, it is recommended to land at the nearest airfield to investigate the cause of the malfunction.

A decrease or complete loss of oil pressure simultaneously with a sharp increase in oil temperature is highly likely a sign of an impending accident. Reduce engine speed immediately and select a suitable emergency landing site. During the approach, maintain low engine RPM using the minimum power required to reach the selected touch point.

LOADING SCHEDULES AND CENTERING MOMENTS

Centering Calculation Example	Typical plane		Your plane
	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 (standard).	61	65
5. Cargo in zone 1 (or baby on the seat)	21	34
6. Cargo in zone 2	0	0
7. Takeoff weight	726	652,5
8. When placing the calculated values ​​(726 kg and 652.5 kg ∙ m) on the alignment nomogram, we obtain that the load is permissible.
1 A full oil fill is required on every flight.

ZONE 1 = 54 kg

ZONE 2 = 18 kg

ZONE 1 + ZONE 2 = 54 kg

The delivery set of the aircraft includes a cord for lashing the cargo. There are 6 lashing eyes for lashing. The first pair of eyelets are located on the floor of the cargo area behind the seats. The second pair of eyes is located 5 cm from the floor at the rear edge of zone 1. The third pair of eyes is located in the upper part of zone 2. At the maximum load (54 kg) it is recommended to use at least four eyes. On aircraft equipped with a rear shelf, fold the shelf forward for loading and lashing. At the end of loading, replace the shelf or remove it.

CENTERING SCHEME
Pilot and passenger seat centers of gravity are based on average height. The front and rear limits of the center of gravity are indicated in brackets. The length of the indicated lever arm is 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 LEVER SHOULDER (m) 0.99 (0.89 to 1.04)		0.99 (0.89 to 1.04)

Weight, kg
	Centering moment, kg ∙ m

Weight, kg
	Centering moment, kg ∙ m

CONTROL CHECKS

1) a. Switch on the main switch, check the fuel level, switch off.
b. Magneto switch OFF.
v. Fuel cock OPEN (ON).
d. Remove the clips from the aircraft controls.
On your first flight during the day, drain the fuel system to remove water or particulate matter from the system and check the drain cock (the sediment drain is in the glove box).

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

3) a. Remove the clip from the ailerons (if installed).

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

5) a. Check oil level.
b. Check the appearance of the screw and bushing.
v. Check the cleanliness of the air intake filter.
d. Check the closure of the sediment drain valve.
e. Check shock absorber and nose wheel pressure.
f. Moor the plane completely

6) a. Remove the AHP cover and check the condition of the antenna.
b. Check the cleanliness of the LDPE inlet.
v. Check the stall indicator.

8) Refer to 4, check the port static pressure receptacle.

BEFORE TAKING A SEAT IN THE AIRCRAFT

1. Carry out 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. Radio stations and electrical equipment OFF.

ENGINE STARTING

1. Carburetor heating - off (handle pushed all the way in)
2. Mixture - maximum enrichment (handle pushed all the way in)
3. Fuel injection - as needed.
4. Main switch ON.
5. The engine control lever is 1 cm from the idle position.
6. Start the engine.
7. Check oil pressure.

BEFORE TAKE-OFF

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 drop in speed for each magneto is no more than 150 rpm, the difference in speed between the magneto is no more than 75 rpm.
4. Check the operation of the carburetor heating.
5. Check manifold vacuum - 4.6-5.4 in. Hg.
6. Aircraft controls - move freely.
7. Trimmer - Adjusted for Takeoff.
8. The cab doors are locked.
9. The flight instruments and the radio station are functioning.

TAKEOFF

Normal takeoff

1. Retract flaps.
2. Throttle - full throttle.
3. Elevator - raise nose wheel at 88 km / h (48 knots, 55 MPH).
4. Climb speed: 113-129 km / h (61-70 knots, 70-80 MPH) before overcoming obstacles, then set the speed according to the section “Normal climb”.

Takeoff with maximum efficiency

1. Retract flaps.
2. Carburetor Heating - Disabled (fully pushed in)
3. The brakes are clamped.
4. Throttle - full throttle.
5. Release the brakes.
6. Elevator - for nose up 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. Mixture - maximum enrichment.

FLIGHT BY ROUTE

1. Engine mode - 2000-2750 rpm.
2. Elevator trim - adjust.
3. The mixture is leaned out until the maximum speed is reached.

BEFORE LANDING

1. Mixture - maximum enrichment.
2. Carburetor heating - turn on completely before gas discharge.
3. Speed ​​- 113-129 km / h (61-69 knots, 70-80 MPH).
4. Flaps - in any position; flaps are permitted at speeds less than 161 km / h (87 knots, 100 MPH).
5. Speed ​​- 97-113 km / h (52-61 knots, 60-70 MPH).

NORMAL FIT

1. Land on the main wheels.
2. While running, gently lower the nose wheel.
3. Brake effort is minimal as required.

AFTER LANDING

1. Retract flaps.
2. Carburetor heating - off.

BEFORE LEAVING THE AIRCRAFT

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

OPERATING PROCEDURES

ENGINE STARTING

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

If the injection is insufficient, the fuel will not ignite - it is necessary to continue the injection of fuel.

If the oil pressure does not rise within 30 seconds (in winter - 1 minute) after starting, turn off the engine. Lack of oil pressure is dangerous for the engine. Do not use the carburetor heater after start-up if there is no icing condition on the ground.

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

STEERING CONTROLS

STEERING

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

The nose wheel axle locks automatically when the shock absorber is released. Excessive shock pressure or airplane rear centering may require you to manually compress the shock absorber before starting the engine or by braking vigorously while taxiing.

PREPARATION FOR TAKE-OFF

Warming up the engine

The engine is warmed up during taxiing and at the executive start during the checks specified in section 4. Since power point is designed for optimal cooling in flight, it is not recommended to perform warm-up on the ground at high rpm (2400-2500 rpm) (this can lead to engine overheating).

Magneto check

Check with the engine running at 1700 rpm.

Turn the magneto switch to the RIGHT (R) position and register the engine speed; move the switch to the BOTH position; turn the magneto switch to the LEFT (L) position and register the engine speed; Move the switch to the BOTH position. The drop in speed should not exceed 150 rpm for each magneto; the difference in rotation speeds when operating on the left and right magneto should not exceed 75 rpm. If in doubt, carry out an additional check at a higher engine speed. The absence of a drop in speed may be a sign of poor ground contact in the ignition system or improper adjustment of the magneto.

Generator check

Check the operation of the generator and voltage regulator (for example, before flying at night or by instruments) by short-term (3-5 seconds) connecting the load to the aircraft's onboard network (turning on the landing light or activating the flap control mechanism at the executive start).

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

TAKEOFF

Checking the engine mode

At the initial stage of takeoff, it is recommended to check that the engine has reached normal operating conditions. If there are signs of engine malfunction or insufficient aircraft acceleration, immediately stop takeoff and re-check the engine in full throttle mode. The engine must operate without interruptions at a speed of 2500-2600 rpm without turning on the heating of the carburetor.

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

Before takeoff from sites located at an altitude of more than 5000 feet (1524 m) lean the mixture until the maximum engine speed at the executive start is reached.

Using flaps

Normal takeoff is made with the flaps retracted. Extending the flaps by 10 ° reduces the aircraft's range by about 10%, but does not affect the distance to reach 15 m. Therefore, flaps should only be extended to reduce runway travel or on soft and unprepared areas. However, when using obstacle flaps, it is recommended to leave them extended during the initial climb. An exception to this rule is taking off in hot weather from high altitude sites.

Flaps extended at 30 ° or 40 ° during takeoff are not recommended.

TAKE-OFF WITH SIDE WIND

Take off in a crosswind with the minimum flap angle possible over the length of the runway in use. Take the 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 plane towards the wind.

CLIMB

See MAXIMUM LIFTING TABLE.

CLIMBING SPEED

Climb at 121-137 km / h (65-74 knots, 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 position of maximum enrichment, which does not cause engine vibration due to excessive enrichment. The optimal climb speed is 122 km / h (66 knots, 76 MPH) at zero altitude and drops to 113 km / h (61 knots, 70 MPH) at 3048 m. full throttle with flaps retracted at 113 km / h (61 knots, 70 MPH).

Given the need for sufficient engine cooling, flight times at such low speeds should be kept to a minimum.

CARE FOR THE SECOND CIRCLE

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

FLIGHT BY ROUTE

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 altitude.

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

OPTIMUM FLIGHT PERFORMANCE AT 75% FULL POWER

When flying in heavy rain, it is recommended to turn on full carburetor heating to avoid engine stalling caused by water suction or carburetor icing. It is necessary to adjust the mixture enrichment until smooth engine operation is achieved.

Dumping

During a stall, the aircraft behaves stably with both flaps extended and flaps extended, however, just before stalling with flaps extended, slight buffing may be observed.

Stall speeds for maximum weight and forward centering are given in Section 5. Shown is true speed, which differs from instrument speed in near-stall conditions.

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

The possible roll of the aircraft should be corrected by deflecting the ailerons with their subsequent return to neutral position.

LANDING

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

SIDE WIND LANDING

When landing with a crosswind, extend the flaps to the lowest possible angle in accordance with the length of the runway being used. Correcting drift by roll, slip or any other method, land in a position as close as possible to level flight. Maintain the course of the aircraft using the rotary nose wheel or brakes.

Overpressure in the shock absorber can cause the nose wheel to lock. To release the wheel when landing with a crosswind, move the steering wheel away from you after touching it; when this occurs, the shock absorber is compressed and the nose wheel is released.

OPERATION AT LOW TEMPERATURES

1. After heating
   1. Make sure the space around the screw is free.
   2. Switch on the main switch.
   3. With the magneto turned off and the throttle fully extended, pump the fuel in 4-10 strokes with a syringe, while turning the screw
      Note: Pump deeply with a syringe to improve fuel atomization. After finishing pumping, make sure the syringe handle is in the locked position.
   4. Turn on the magneto switch.
   5. Pull out the throttle 1 cm and turn on the starter.
   At subzero ambient temperatures, the use of a carburetor heater is not recommended. Partial heating 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. Switch on the main switch.
   4. Set the mixture knob to maximum enrichment.
   5. Place the ignition switch in the START position.
   6. Perform a quick double movement of the throttle, returning it to the 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 with rapid throttle movements beyond a quarter of its full stroke until a stable engine operation is achieved.
   9. Check oil pressure.
   10. After starting, fully pull out the carburetor heating knob and leave it in the extended position until a stable engine operation is achieved.
   11. Lock the fuel priming syringe.
   Note: Failure to start the engine may be caused by iced spark plugs. Use an external heater before restarting.

ATTENTION!

Repeated double thrusting of the throttle can cause fuel accumulation in the intake manifold, which could result in a fire if blowback.

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

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

At low temperatures, the pointer of the oil temperature gauge may remain at zero. After warming up the engine with a speed of 1000 rpm for 2-5 minutes, the engine should be gassed several times. In the absence of interruptions during engine operation and gas flow and stable oil pressure, the aircraft is considered ready for takeoff. At temperatures approaching -20 ° C, the use of a carburetor heater is not recommended. Turning on the heating can create icing conditions in the intake manifold.

EXECUTION OF THE CORKSCREW

A corkscrew is a prolonged stall that is manifested in the rapid rotation of the aircraft with the nose down, in which it follows a helical trajectory. Rotation is the result of prolonged yawing, causing almost complete stall of the trailing wing while partially maintaining the lift of the leading wing. In fact, the rotation is caused by the relatively less stall of the outer wing overtaking the inner wing that is in the stall state.

Leave the rudders and elevators deflected until they stop until the aircraft starts to pull out of the spin. Inadvertently shifting one of the controls to neutral can cause the aircraft to enter a downward spiral. Taking out of the spin is done as follows:

1. Swivel the pedals to the stop in the opposite direction of rotation.
2. After a quarter of a turn, move the steering wheel away from you with a quick movement to the neutral position.
3. Bring the ailerons to neutral.
   These three actions must be performed simultaneously.
4. After stopping rotation, bring the pedals into neutral position, eliminate the roll and gently exit the dive. Do not increase engine power until approaching level flight altitude.

Corkscrewing at engine speeds above idle can result in a faster and more uniform spin. However, after the aircraft has entered 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, in the calculations it is recommended to leave a sufficient additional fuel reserve, since the given data do not take into account wind, navigation errors, piloting technique, time at the executive start, climb, etc. All of these factors must be taken into account when assessing the air navigation margin required by the regulations. It should also be remembered that the flight range increases with decreasing engine speed. To solve this problem, use the flight range table.

The table shows the range and duration of flight at a lean mixture at altitudes from 2500 to 12,500 feet, excluding wind, for aircraft with 85 and 132.5 liters of fuel tanks and a take-off 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
Range and duration of flight
Practical at 75% power at 7000 feet with 22.5 gal fuel tanks. (85 l), without ANZ	765 km - 412 nm 188 km / h = 102 knots = 117 MPH
Practical, at 75% power at 7000 feet, in the extended range option with 35 gal tanks. (132.5 l)	1166 km - 629 nm at a speed of 188 km / h = 102 knots = 117 MPH
Maximum range when flying at 10,000 feet with 22.5 gal fuel tanks. (85 l), without ANZ	910 km - 491 nautical miles
Maximum range when flying at 10,000 feet, extended range option with 35 gal fuel tanks. (132.5 l)	1416 km -764 nautical miles at 150 km / h = 81 knots = 93 MPH
Climb rate at sea level	3.4 m / s = 670 ft / min
Practical ceiling	3855 m = 12650 ft

Takeoff
Takeoff	224 m
Distance at a height of up to 15 m	422 m
Landing
Mileage	136 m
Distance at a height of up to 15 m	328 m
Empty aircraft weight (approximate)
With standard fuel tanks	484 kg
With extended range fuel tanks	486 kg
Weight of cargo	54 Kg
49.8 kg / m 2
Gross weight per unit of power	9.73 kg / kW
Fuel tank volume
Total volume of standard fuel tanks	26 gal. - 98 l
The total volume of fuel tanks extended range	38 gal. - 144 l
Oil tank volume	8kart - 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, h.p.	V march		Fuel consumption per hour		Flight duration, h		Range of flight
			km / h	knot	l	Gaul.	Standard	Increase. range	km	pestilence miles	km	pestilence miles
									Standard		Increase. 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. The en-route is usually operated with engine power no higher than 75% of the rated power.
2. The table does not take into account fuel consumption during takeoff and the air navigation fuel reserve provided for by the rules.
3. The calculated values ​​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 lowest.

TRUE SPEED TABLE

WITH RETRACTED FLAPS
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 И, km / h	85	97	111	126	140	156	172	188	206	222
V AND, MPH	53	60	69	78	87	97	107	117	128	138
WITH RELEASED FLARES
V PR, km / h	64	80	97	113	129	14.5	161
V OL, MPH	40	50	60	70	80	90	100
V И, km / h	64	80	98	116	134	151	169
V AND, MPH	40	50	61	72	83	94	105

STUMPING 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
Flaps retracted	55 MPH	57 MPH	63 MPH	78 MPH
	79 km / h	82 km / h	90 km / h	113 km / h
Flaps extended 20 °	49 MPH	51 MPH	56 MPH	70 MPH
	77 km / h	79 km / h	87 km / h	108 km / h
Flaps extended 40 °	48 MPH	49 MPH	54 MPH	67 MPH

RUN LENGTH

with retracted flaps on a paved runway

Max. weight, kg	V PR at a height of 15 m	Headwind, km / h	At sea level		726 m		1524 m		2286 m
			Takeoff	At a height of 15 m	Takeoff	At a height of 15 m	Takeoff	At a height of 15 m	Takeoff	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 is increased by 10% for every 15 ° increase in temperature in relation to the specified. When taking off on a dry grass runway, the distance is increased by 10%.

ROUTE LENGTH

with flaps extended on a paved runway in idle mode when 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: The distance is reduced by 10% for every 7.5 km / h (4 knots, 6.4 MPH, 2 m / s) headwind speed. The distance increases by 10% for every 15 ° increase in temperature in relation to the specified. When landing on dry grass runways, the distance increases by 20%.

MAXIMUM LIFTING RATE

with flaps retracted in full throttle

MAXIMUM PLANNING DISTANCE

SHORT TRAVEL LANDING

Landing approach at 97 km / h (52 knots, 60 MPH) with flaps extended. Land on the main wheels. Immediately after touching, lower nose wheel and apply heavy braking force.

SIDE WIND SPEED LIMITING

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

 

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