SECTION 2 CESSNA

MODEL 172N CESSNA SEC'I'ION:}

LIMITATIONS MODEL 172N EMERGENCY PROCEDURh)S

5. Near flaP indicator:

SECTION 3
AVOID SLIPS WITH FLAPS EXTENDED
EMERGENCY PROCEDURES
6. In baggage comPartment:

120 POUNDS MAXIMUM TABLE OF CONTENTS

Page
BAGGAGE AND/OR AUXILIARY PASSENGER
FORWARD OF BAGGAGE DOOR LATCH Introduction 3-3
Airspeeds For Emergency Operation 3-3
50 POUNDS MAXIMUM
BAGGAGE AF'I'OF RAGGAGE DOOR LATCH OPERATIONAL CHECKLISTS
MAXIMUM I20 I'OUNDS COMBINED Engine Failures 3-3
Engine Failure During Takeoff Run 3-3
FOR ADDITIONAI, I,OADING INSTR,UCTIONS Engine Failure Immediately After Takeoff 3-4
SEE WI'IGII'I' AND BALANCE DATA Engine Failure During Flight 3-4
Forced Landings 3-4
Emergency Landing Without Engine Power 3-4
Precautionary Landing With Engine Power 3-4
Ditching 3-5
Fires 3-5
During Start On Ground 3-5
Engine Fire In Flight 3-6
Electrical Fire In Flight 3-6
Cabin Fire 3-6
Wing Fire 3-7
Icing B-7
Inadvertent Icing Encounter g-7
Static Source Blockage (Erroneous Instrument Reading
Suspected) g-8
Landing With A Flat Main Tiro B-8
Electrical Power Supply System Malfunctions g-8
Over-Voltage Light Illuminates B-8
Ammeter Shows Dischargo A-g

AMPLIFIED PIiOCEDURES
Engine Failure 3-11
Forced Landings 3-L2
Landing Without Elevator Control 3-t2
Fires 3-L2

3-1
st,lc'I'loN 3 CESSNA CESSNA
UMEIT,GENCY PROCEDUN,ES MODEL 172N MODEL 172N SI'C'I'I0N:I
EMERGENCY PROCI'DU tTI.]S

TABLE OF CONTENTS (Continued) Page INTRODUCTION

section 3 provides-checklist and amprified procedures
Ernergency Operation In Clouds (Vacuum Systern Failure) 3-13
emergencies that may occur. Emergenies for coping with
3-13
Executing A 1.80" Turn In Clouds malfunctions are extremely rare ;i;;;p"" cased_by airptane or engine
maintenance are practiced. nrout" *"ttr". preflight inspections and
3- 13
Emergency Desce nt Through Clouds
R,ecovery From A SPiraI Dive 3-14
ized or eliminated by careful ,ight piannt"gemergencies can be minim_
unexpected weather is encountere. H-owever, *rrd"g;Jlrlg;"rrt *L".,
Flight In Icing Conditions 3-14
3-14
Static Source Blocked the basic guidelines described i" di" sJconshould an emergency arise,
3-15 shourd be considered and
Spins
ilptigd a: le:eilary to tire prur"_.
associated with ELT and other optionat'systems il;;;""p^rocedu.es
3- 16
Rough Engine Operation Or Loss Of Power .correct
Carburetor Icing 3-16 can be found i section 9.
Spark Plug Fouling 3-16
Magneto Malfunction 3- 16
Low Oil Pressure 3-16
Electrioal Fower SuPPIY SYstem Malfunctions 3-r7
3-17
AIRSPEEDS FOR EMERGENCY OPERATION
Excessive Rate Of Charge
Insufficient Rate Of Charge 3-17
Engine Failure After Takeoff:
Wing Flaps Up
Wing ['laps Down . 65 KIAS
Maneuvring Sp"a,- 60 KIAS
2300 Lbs
1950lbs . . : . eTKrAS
1600 Lbs . . 89KIAS
Maximum Glidei 80KIAS
2300 Lbs
Preca,utionary Landing wi bngin; 65 KIAS
Landing Without Engine power:"
";;, 60 KIAS
Wing Flaps Up
Wing Flaps Dwn 65 KIAS
60 KIAS

OPERATIONAL CH ECKLISTS

ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
1. Throtile -- IDLE.
2. Brakes -- Appl,y.
3. Wing F laps -_ RETRACT.
4. Mixture -- IDLE CUT_OFF.
5. Ignition Switch __ OFF.
6. Mastor Switch __ OFF.
I 1t'.{'l lr }f.J .t CESSNA
MODEL 172N
l
CESSNA SI,i( r,ilr )N t
r,.N1 l,ll{( ll,; N( lY I'lt()CI'IDUItES MODEL 172N EMERGENCY PItO()r,:t rt, I t,t,l!

N(;INE FAILURE IMMEDIATELY AFTER TAKEOFF 9. Touchdown -- SLIGHTLY TAIL LOW.

10. Ignition Switch -- OFF.
l Ailspeed -- 65 KIAS (ffaPs UP)' i i Brakes -- APPLY HEAVILY.
60 KIAS (flaPs DOWN)'
2. Mixture -- IDLE CUT-OFF' DI CHING
:1. Fuel Selector Valve -- OFF.
4. Ignition Switch -- OFF. 1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving locatiorr urrt
5. Wing FIaPs -- AS REQUIRED' intentions.
6. Master Switch -- OFF. 2. Heavy Objects (in baggage area) -- SECURE OR JETTISON
3. Approach -- High Winds, Heavy Seas -- INTO THE WIND.
ENGINE FAILURE DURING FLIGHT Light Winds, Heavy Swells -- PARALLEL TO
SWELLS.
1. AirsPeed -- 65 KIAS. 4. Wing Flaps -- 20o - 40o"
2. Carburetor Heat -- ON. 5. Power -- ESTABLISH 300 FT/MIN DESCENT AT bb KIAS.
3. Fuel Selector Valve -- BOTH'
4. Mixture -- RICH. NOTE
5. Ignition Switch -- BOTH (or S'f ART if propeller is stopped)'
6. Primer -- IN and LOCKED' If no power is available, approach at 6b KIAS with flaps up
or at 60 KIAS with 10o fJ:,ps.
6. Cabin Doors -- UNLATCH.
FORCED LANDINGS 7. Touchdown -- LEVEL ATTiTUDE AT ESTABLISHED RATI,I Or,'
DESCENT.
EMERGENCY LANDING WITHOUT ENGINE POWER B. Face -- CUSHION at touchdown with folded coat.
9. Airplane -- EVACUATE through cabin doors. If necessary, ()p(:n
1. Airspeed -- 65 KIAS (flaps LJt')' window and flood cabin to equalize pressure so doors cAn l)o
KIAS (flars [)OWN)'
60 opened.
2" Mixture -- IDLE CUT-OI"I' 10. Life Vests and Raft -- INFLATE.
3. F uel Selector Valve -- Ol"F '
4. Ignition Switch -- OFF.
5. ing Flaps -- AS REQUIItl'il) (40" recommended)'
6. Master Switch -- OFF. FRES
7. Doors -- UNLATCH PRlOlt'l'O TOUCHDOWN'
8. Touchdown -- SLIGHTLY 'l'AIL LOW' DURING START ON IROUND
9. Brakes -- APPLY HEAVILY'
1. Cranking -- CON I'INUE, to get a start which would suck the f I r r,.,
PRECAUTIONARY LANDING WITH ENGINE POWER
r r

rnd accumulated f uel through the carburetor ancl into the en ;i , r,

1. Wing FlaPs -- 20o. If engine starts:
2. Airspeed -- 60 KIAS. then
3. seleted Field -- FLf, ovER, noting terrain and obstructions, 2. I'owor -- 1700 RI,M for a few minutes.
retract flaps upon reaching a sfe alti'tude and airspeed' 3. I,)rrgine -- SHU1 DOWN and inspect for darnage.
4. Avionics po*" Switch and Electrical Switches -- OFF'
r). Wing Flaps -- 40o (on final approach)' If errgirrc lr,ils to strt:
li. Airspeed -- 60 KIAS.
'/ M;r,ster Switch -- OFF. 4. 'l'lrrott,lc -, F-ULL OPEN.
tl l)oors -- UNLATCH PRIOR TO TOUCHDOWN' 5. Mixttu'e -- IDt,Fl CUT-OFF.
ECTION 3 CESSNA CESSNA SECTION 3
EMEF,GENCY PR,OCEDURES MODEL 172N MODEL 172N EMERGENCY PROCEDURES

6. Cranking -- CONTINUE. 11. Vents/Cabin Air/Heat -- OpEN when it is aseertained that fire is
7. Fire Extinguisher - - OBTAIN (have ground attendants obtain if not completely extinguished.
installed).
8. Engine -- SECURE. CABIN FIRE
a. Master Switch -- OFF.
b. Ignition Switch -- OFF. 1. Master Switch -- OFF.
c. Fuel Selector Valve -- OFF. 2. Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).
9. Fire - - EXTINGUISH using fire extinguisher, wool blanket, or dirt. 3. Fire Extinguisher -- ACTMTE (if available).
10. Fire Damage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight. WARNING
ENGINE FIRE IN FLIGHT
After discharging an extinguisher within a closed cabin,
1. Mixture -- IDLE CUT-OFF. vontilate the cabin.
2. Fuel Selector Valve -- OFF.
3. Master Switch -- OFF. 4, Land the airplane as soon as possible to inspect for damage.
4. Cabin Heat and Air -- OFF (except overhead vents).
5. Airspeed -- 100 KIAS (If fire is not extinguished, increase glide WING FRE
speed to find an airspeed which will provide an incombustible
mixture). 1. Navigation Light Switch -- OFF.
6. Forced Landing -- EXECUTE (as described inEmergencyLanding 2. Pitot Heat Switch (if instatled) -- OFF.
Without Engine Power). 3. Strobe Light Switch (if installed) -- OFF.

ELECTRICAL FIRE IN FLIGHT NOTE

1. Master Switcb -- OFF. Perform a sideslip to keep the flames away from the fuel
2. Avionics Power Switch -- OFF. tank and eabin, and Land as soon as possible using flaps
3. A1l Other Switches (except ignition switch) -- OFF. only as required for final approach and touchdow.
4. Vents/Cabin Air/Heat -- CLOSED.
5. Fire Extinguisher -- ACTIVATE (if available).

WARNING
ICING
After discharging an extinguishe within a closed cabin,
ventilate the cabin. NADVERTENT CNG ENCOUNTER
If firo appears out and electrical power is necessary for continuance of 1. Turn pitot heat switch ON (if installed).
fllght: z' Turn back or change altitude to obtain an outside air temporaturo
that is less conducive to icing.
E. Master Switch -- ON. 3. Pull cabin heat control fult out and open defroster ouilot to obtain
t, Clrcuit Breakers -- CHECK for faulty circuit, do not reset. maximum windshield defroster airflow. Adjust cabiu air control to
f, Radlo witches -- OFF. got maximum defroster heat and airflow.
3, Avlontos Power Switch -- ON. 4. open tho throttle to increase eugine speed and minlmlze ice build-
10, Itldlo/Slsctrical Switches -- ON one at a time, with delay after up on propeller blades.
tfh untll short circuit is localized. 5' watch for signs of carburetor air filter ice and epply oarburetor
 rit,tc't'toN 3 CESSNA CESSNA SECTION 3

I
I.] M I,I I dGI'NCY PROCEDUR,ES MODEL 172N MODEL 172N EMERGENCY PROCEDURES

heat as required. An unexplained loss in engine speed could be AMMETER SHOWS DISCHARGE
caused by carburetor ice or air intake filter ice. Lean the mixture 1. Alternator -- OFF.
for maximum RPM, if carburetor heat is used continuously. 2. Nonessential Radio/Electrical Equipment -- OFF.
6. PIan a landing at the nearest airport. With an extremely rapid ice 3. Flight -- TERMINATE as soon as practical.
build-up, select a suitable "off airport" landing site.
7. With an ice accumulation of 1/4 inch or more on the wingleading
edges, be prepared for significantly higher stall speed.
8. Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail, the change in wing wake airflow direction caused
by wing flap extension could result in a loss of elevator effective-
ness.
9. Open left window and, if practical, scrape ice from a portion of the
windshield for visibility in the landing approach.
10. Perform a landing approach using a forward slip, if necessary, for
improved visibility.
11. Approach at 65 to 75 KIAS depending upon the amount of the
accumulation.
12. Perform a landing in level attitude.
STATIC SOURCE BLOCKAGE
(Erroneous lnstrument Reading Suspected)
1. Alternate Static Source Valve -- PULL ON.
2. Airspeed -- Consult appropriate calibration tables in Section 5.

LANDING WITH A FLAT MAIN TIRE

1. Approach -- NORMAL.
2. Touchdown -- GOOD TIHE FIRST, hold airplane off flat tire as long
as possible.

ELECTRICAL POWER SUPPLY SYSTEM

MALFUNCTIONS
OVER-VOLTAGE LIGHT ILLUMINATES
1. Avionics Power Switch -- OFF.
2. Master Switch -- OFF (both sides).
3. Master Switch -- ON.
4. Over-Voltage Light -- OFF.
[. Avionics Power Switch -- ON.
Il rvcr'.voltage light illuminates again:
ti l,'lr1.1lrl. - TERMINATE as soon as possible.

Ill 3-9/(3-10 blank)

CESSNA SECTION 3
MODEL 172N EMERGENCY PROCEDURES

AMPLIFIED PROCEDURES

ENGINE FAILURE
If an engine failure occurs during the takeoff run, the most important
- . to
thing do is stop the airplane on the remaining runwa,y. Those extra items
on the checklist will provide added safety after a failure of this type.

Prompt lowering of the nose to maintain airspeed and establish a glide

attitude is the first response to an engine failure after takeoff. In most
cases, the landing should be planned straight ahead with only small
changes in direction to avoid obstructions. Altitude and airspeed are
seldom sufficient to execute a 180" gliding turn necessary to return to the
runway. The checklist procedures assume that adequate time exists to
secure the fuel and ignition systems prior to touchdown.

After an engine failure in flight, the best gli.de speed as shown in figure
3-1 should be established as quickly as possible. while gliding toward a
suitable landing area, an effort should be made to identify the cuse of the
failure. If time permits, an engine restart should be attempted as shown in
the checklist. If the engine cannot be restarted, a forced landing without
power must be completed.

12,000
...t;jj:
,,. .'.ft'
F ,i+
I 10,000

z
a
(. 8000
(E
u.l
F
UJ 6000
o
co

F 4000 ..r,i.
f ..r;.:.:.lJi'
(J
...i
iii
:r::' {< SPEED 65 KIAS
-
tJ
2000
i.:.:f
* PROPETTER WIN D'YIILLING
* FIAPS UP {< ZERO W-iN_D
0
68101214
GROUND DISTANCE . NAUTICAI MII I

Figure 3-1. Maxirrrnr (i li<kr

 CESSNA
CESSNA SECTION 3
SFIC'|ION 3 172N
MODEL EMERGENCY PROCEDURES
I4MERGENCY PROCEDURES MODEL 172N

FORCED LANDINGS EMERGENCY OPERATION IN CLOUDS

(Vacuum System Failure)
If all attempts to restart the engine fail and a forced landing is
imminent, selecf a suitable field and prepare for the landing as discussed rn the event of a vacuum system failure during flight, the direconal
under the Emergency Landing Without Engine Power checklist. indicator and attitude indicator will be disabled, an ttrL pilot will have to
rely ou the turn coordinator if he inadvertently flies into clouds. The
Before attempting an "off airport" Ianding with engine power availa- following instructions assume that onty the electrically-powered turn
a safe but low altitude to inspect
ble, one should fly over the landing area at coordinator is operative, and that the pitot is not completly proficient in
the terrain for obstructions and surface conditions, proceeding as dis- instrument flyiug.
cussed under the Precautionary Landing with Engine Power checklist.

Prepare for ditching by securing or jettisoning heavy objects located EXECUTNG A 180'TURN IN CLOUDS
in the baggage area and collect folded coats for protection of occupants'
face at touchdown. Transmit Mayday message on 121.5 MHz giving upon inadvertently ontering the clouds, an immediate plan should be
location and intentions. Avoid a landing flare because of difficulty in made to turn back as follows:
judging height over a water surface.
1. Note tJro compa,ss heading.
2. Note the time of the minute hand and observe the position of the
sweep second hand ou the clock.
3. when the sweep second hand indicates the nearest half-minute,
LANDING WITHOUT ELEVATOR CONTROL initiate a standard rate left turn, holding the turn coordinator
symbolic airplane wing opposite the lower teft index mark for 60
Trim for horizontal flight (with an airspeed of approximately 60 KIAS seconds. Then roll back to level flight by leveling the miniature
and flaps set to 20") by using throttle and elevator trim controls. Then do airplane.
not chnge the elevator trim control setting; control the glide angle by 4. Check accuracy of the turn by observing the compass heading
adjusting power exclusively. which should be the reciprocai of the oriinal heading.
5. If necessary, adjust hoading primarily with- skiddig motions
At flareout, the nose-down moment resulting from powel' reduction is rather than rolling motions so that the compass will iead more
an adverse factor and the airplane may hit on the nose wheel. consequent- accuratoly.
Iy, at flareout, the elevator trim control should be adjusted toward the full 6. Maintain altitude and airspeed by cautious application of elevator
nose-up position and the power adjusted so that the airplane will rotate to control. Avoid overcontrolling by keeping the hands off the control
the horizontal attitude for touchdown. Close the throttle at touchdown. wheel as much as possible and steering only with rudder.

EMERGENCY DESCENT THROUGH CLOUDS

FIR ES - If conditions
descent
preclude reestablishment of VFR flight by a 180" turn, a
through a cloud deck to vFR conditions may be ppropriate. If
possible, obtain radio clearance for an emergency descent thiough clouds.
Although engine fires are extremely rare in flight' the steps of the To guard against a spiral dive, choose an easterly or westerly htading to
appropriate checklist should be followed if one is encountered. After minimize compass card swings due to changing bank angles. In addition,
completion of this procedure, execute a forced landing. Do not attempt to keep hands off the coritrol wheel and steer a straight course with rudder
restart the engine. control by monitoring the turn coordinator. occasionally check the
compass heading and make minor corrections to hold an approximate
The initial indication of an electrical fire is usually the odor of burning course. Before descending into the clouds, set up a sta,bilized let-down
irrsulation. The checklist for this problem should result in elimination of condition as follows:
llro firo.

;t tu
SI'CTION 3 CESSNA CESSNA SECTION 3
I'MERGENCY PROCEDURES MODEL 172N MODEL 172N EMERGENCY PROCEDURES

1. Apply full rich mixture. NOTE

2. Use full carburetor heat.
3. Reduce power to set up a 500 to 800 ftlmin rate of descent. In an emergency on airplanes not equipped with an
4. Adjust the elevator trim and rudder trim (if installed) for a alternate static source, cabin pressure cn-U supplied to
stabilized descent at 70-80 KIAS. the static pressure instruments by breaking the-lass in
5. Keep hands off the control wheel. the face of the rate-of-climb indicator.
6. Monitor turn coordinator and make corrections by rudder alone.
7. Check trend of compass card movement and make cautious with the alternate static source on, adjust indicated airspeed slighily
corrections with rudder to stop the turn. ulryrg climb or approach according to the alternate static sorrrce airJpee
8. Upon breaking out of clouds, resume normal cruising flight. calibration table in section 5, appropriate to vent/window(s) config-ura-
tion' causing the airplane to be flown at the normat operating spees.
RECOVERY FROM A SPIRAL DIVE
Maximum airspeed and altimeter variation from normal is 4 knots and
If a spiral is encountered, proceed as follows: 30 feet over the
normal operating range with the window(s) closed. with
window(s) open, larger variations occur near stall speed. Frowever,
1. Close the throttle. maximum aLtimeter variation remains within b0 feet of normal.
2. Stop the turn by using coordinated aileron and rudder control to
alin the symbolic alrplane in the turn coordinator with the
horizon reference line.
3. Cautiously apply elevator back pressure to slowly reduce the S PINS
airspeed to 8O KIAS.
4. Adjust the elevator trim control to maintain an 80 KIAS glide. should an inadvertent spin occur, the following recovery procedure
5. Kep hands off the control wheel, using rudder control to hold a should be used:
straight heading. Adjust rudder trim (if installed) to relieve
unbalanced rudder force. 1. RETARD THROTTLE TO IDLE POSITION.
6. Apply carburetor heat. 2. PLACE AILERONS IN NEUTRAL POSITION.
7. Cli engine occasionally, but avoid using enough power to 3.
disturb the trimmed glide. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC-
8. Upon breaking out of clouds, resume normal cruising fiight' TION OF ROTATION.
4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO
BREAK THE STALL. Full down elevator may be required at aft
FLIGHT N ICING CONDITIONS center of gravity loadings to assure optimum recoveries.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
I,.light into icing conditions is prohibited. An inadvertent encounter Premature relaxation of the control inputs may extend the recov-
w I t,lr thse conditions can best be handled using the checklist procedures. ery.
'l'lrr: lrt:st procedure, of course, is to turn back or change altitude to escape 6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
rrrrr1 <:<tnditions. SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE
If disorientationprecludes a visual determination of the
:.I A I IC SOURCE BLOCKED direction of rotation, the symbolic airplane in the turn
eoordinator may be referred to for this information.
ll , r,rroous readings of the static source instruments (airspeed,
,rlltlr'lr!r ilrl r'r.l,r: of-climb) are suspected, the alternate static source
- +11', ,,l,,rrlrl lrrr rrrllcd on, thereby supplying static pressure to these For additional information on spins and spin recovery, see the discus-
:+r..t r rrrr.rl, I ou l.lo r:ilbin, sion under SPINS in Normal Procedures (Section 4).

* lt
f
)
SECTION 3
EMtrRGENCY PROCEDURES

ROUGH ENGINE OPERATION OR LOSS OF

POWER
CESSNA
MODEL 172N
CESSNA
MODEL 172N
SECTION 3
EMERGENCY PROCEDURES

engine power immediatery and select a suitabre forced randing field.

only the minimum power required to reach the desired touchown sp.t. use

CARBURETOR ICING
ELECTRICAL POWER SUPPLY SYSTEM
A gradual loss of RPM and eventual engine roughness may result from MALFUNCTIONS
the formation of carburetor ice. To clear the ice, apply full throttle and puII
the carburetor heat knob full out until the engine runs smoothly; then Malfunctions in the power supply system can be detected by
remove carburetor heat and readjust the throttle. If conditions require the the ammeter a.rd ^orr"r_.roltage warning light;
periodic monitoring of-erectrical
continued use of carburetor heat in cruise flight, use the minimum amount however, the cause of these malfunctions is usualry diff"icult t determine.
of heat necessary to prevent ice from forming and lean the mixture for A broken alternator drive bert or wiring is molst likely the cause of
smoothest engine oPeration. alternator failures, although other factors could c.rs" ih" problem. A
dam^aged or improperly adjusted voltage regurator -*l"o
SPARK PLUG FOULING malfunctions. Problems of this nature constitutJan electrical
"u,., ernergency
"u,.,""
and should be dealt with immediately. Erectricar power malfunctions
Aslightengineroughnessinflightmaybecausedby-oeormore usually fall into two categories: excessive rate of chrge and insufficient
spark pllgs Ueoming f-ouled by carbon or lead deposits. This may be rate of charge. The following paragraphs describu Ih" .""o-mended
vlrif ie by-turning thelgnition switch momentarily from BOTH to either L remedy for each situation.
or R position. A obvious power loss in single ignition operation is
eviderice of spark plug or magneto trouble. Assumingthat spark plugs are EXCESSIVE RATE OF CHARGE
the more likely cause,lean the mixture to the recommended lean settingfor
cruising fligt. If the problem does not clear up in several minutes' - After engine starting and heavy electrical usage at row engine speeds
determine iia richer mture setting wiII produce smoother oDeration. If (such as extended taxiing).the baitery condition will be lo#enough to
not, proceed to the nearest airport for repairs using the BOTH position of accept above normal charging during ihe initial part of a nignt.
However,
the ignition switch unless extreme roughness dictates the use of a single after thirty minutes of.cruising flig, the ammeter should be indicating
ignition position. less than two needle widths of trarging current. If the charging
rate were
to remain above this value on a rong fli[nt, trre battery wour
orierrreat and
MAGNETO MALFUNCTION evaporate the electrolyte at an excessive rate. Electionic components
in
the electrical system could be adversely affected by hig;;in
normal
A sudden engine roughness or misfiring is usually evidence of voltage if-a faulty y9l1"g" regulator is causing [he vercharging. To
magneto problemi. Switching from BOTH to either L or R ignition switch preclude these possibilites, an over-voltage sensor will automatically
-po-"r ;iu identify which the
po"Ition magneto is malfunctioning. Select different shut down the alternator and the over-voltge warning light will illumi-
settings and enrichen mixture to determine if continued opera- nate if the chirrge voltage reaches approximatlly 31.5 vo-ts.-Assuming
iion o., BOTH magnetos is practicable. If not, switch to the good magneto the malfunction was onry momeniary, an attempt should be madethat to
and proceed to the nearest airport for repairs. reactivate the alternator system. To do this, turn the^avionics power
off, then turn both sides of the master switch off and ttren ri-again.switch
If the
LOW OIL PRESSURE problem exists, normal arternator charging will resume and the
L" J""b.gI
**"1_rlg light will go off. The avionics power switch should then be turned
If low oil pressure is accompanied by normal oil temperature, there is 9n' I{-the light comes on again, a malfnction is confirmed. In this event,
a possibility the oil pressure gage or relief valve is malfunctioning. A leak the flight should be terminated and/or the current drain on the battery
in the line io the gage is not necessarily cause for an immediate precau- minimized because the battery can suppry the electricat ro, only a
l,ionary landing bcJrrs" orifice in this line will prevent a sudden loss of limited period of time. If the emergerr/occurs at nightl "ystum
power must
, il f roin the engine sump. Elowever, a landing at the nearest airport would

"r, conserved for later use of the randing rights and fraps-during landing. be
lc i.clvisable to inspect the source of trouble.
NSUFFICIENT RATE OF CHARGE
ll total loss of oil pressure is accompanied by a rise in oil tempera-
r,
lr r ,. t.lrr:r'c is good rea"on to suspect an ''ngine failure is imminent' Reduce If the ammeter indicates a continuous discharge rate in fright, the

I lr
3-t7
 CESSNA SECTION 4
SECTION 3 CESSNA
MODEL 172N NORMAL PROCEDURES
EMERGENCY PROCEDUR,ES MODEL 172N

alternator is not supplying power to the system and should be shut down
since the alternatorlield ciicuit may be placing an unnecessary Ioad on the
SECTION 4
system. AII nonessential equipment should be turned off and the flight
terminated as soon as Practical. NORMAL PROCEDURES
TABLE OF CONTENTS
Page
Introduction . 4-3
Speeds For Normal Operation
. 4-3
CHECKLIST PROCEDURES
Preflight Inspection 4-5
4-5
4-5
Iiet t Wing, Trailing Edge
Right Wing
4-5
4-5
Nose 4-5
Left Wing 4-6
Left Wing, Leading Edge 4-6
_ Left Wing, Trailing Edge 4-6
Befor.e Starting Engine
4-6
Starting Engine 4-7
Before Takeoff 4-7
4-7
Normal Takeoff 4-7
Short Field Takeoff 4-8
Enroute Climb 4-8
4-8
Descent
4-8
Landing
pefo-r.e 4-8
Landing 4-9
-or*4 Landing 4-9
Short Field Landing 4-9
Balked Landing
-^ 4-9
After Landing 4-9
Securing Airplane 4-9
AMPLIFIED PROCEDURES
Starting Engine 4-tl
Taxiing 4-tt

4-l