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103 views38 pagesPOH Rev 05 Section 3
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/ 38
O
CESSNA SECTION 3
MODEL 1725 NAV ti EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Page
Introduction 35
Aitspeeds For Emergency Operations. 35
EMERGENCY PROCEDURES 368
ENGINE FAILURES 36
Engine Failure During Takeoff Rol 38
Engine Failure Immediately After Takeoff... 236
[Engine Failure During Fight (Restart Procedures). 137
FORCED LANDINGS 38
Emergency Landing Without Engine Power - 38
Precautionary Landing With Engine Power. 38
B Ditching. cee eeees eee ve 38
FIRES
During Start On Ground
Engine Fire In Flight .
Electrical Fire In Fight.
Cabin Fire
Wing Fire.
ICING... ..
Inadverter
ing Encounter During Flight, .
|STATIC SOURCE BLOCKAGE .. cee
(Erroneous Instrument Reading Suspected)...
|EXCESSIVE FUEL VAPOR,
Fuel Flow Stablization Procedures.
(Continued Next Page)
[172sPHaUS-05 us.
ot SECTIONS CESSNA
EMERGENCY PROCEDURES MODEL 1725 NAV IIL
KAP 140 AUTOPILOT.
TABLE OF CONTENTS (Continued)
Page
|ABNORMAL LANDINGS. sees S16
Landing With A Flat Main Tire Fi 346
Landing With A Flat Nose Tire. 346
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS... 3-17
‘High Volts Annunciator Comes On or
MBATT AMPS More Than 40 ........ 347
LOW VOLTS Annunciator Gomes On Below 1000 RPM... 3-49
LOW VOLTS Annunciator Gomes On or
Does Not Go Off at Higher RPM. . =. 349
[AIR DATA SYSTEM FAILURE. 321
Red X- PFD Airspeed Indicaior . 20002002002. 2202000 324
Red X- PFO Altitude Indicator... 321
JATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)
FAILURE i
Red X - PFD Attitude indicator -
Red X - Horizontal Situation Indicator
VACUUM SYSTEM FAILURE ...... ceveeeseeesees 922
LOW VACUUM Annunciator Gomes On -
324
324
324
HIGH CARBON MONOXIDE (CO) LEVEL ADVISORY
(installed)... 323
‘CO LVL HIGH Annunciator Comes On NII 323
CO LVL HIGH Annunciator Remains On... 1323
(Continued Next Page)
2 us. 172SPHAUS-05 oN
CESSNA SECTION 3
MODEL 1728 NAV Il EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
TABLE OF CONTENTS (Continued)
Page
AMPLIFIED EMERGENCY PROCEDURES. 3:24
Engine Failure ........ penton 24]
Maximum Glide 22220222 3-25
Forced Landings 326
Landing Without Elevator Control usar
Fires... paren Uaa7
lEmergency Operation in Clouds - 3-28
Executing A 180" Tur In Clouds (AHS FAILED) . 3-28
Emergency Descent Through Clouds (AHRS FAILED) 329
Recover Fram Spal Dwe in The Clouds (AHRS FAILED)... 3:30
Inadvertent Flight Into icing Conditions (330
Static Source Blocked ..... : 33
Spins . ‘i 1331
Rough Engine Operation Or Loss Of Power 3.32
‘Spark Plug Fouling . : 332
Magneto Mattunction. 3-32
Idle Power Engine Roughness |... 3-32
Engine-Driven Fuel Pump Failure. . 3-33
Excessive Fuel Vapor oo)
Low Oil Pressure. . 334
Etectical Power Supply System Maiunctions.. 3.35
Excessive Rate Of Charge ....... 3:35
Insufficient Rate Of Charge. 3-96
High carbon Monoxide (CO) Level i Avicry CG neta) 338
Other Emergencies ....- 3.38
Windshield Damage |... 338
I'72sPHAUS-05 us. 39/04 CESSNA SECTION 3
MODEL 1728 NAV IIL EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
INTRODUCTION
‘Section 3 provides checkiist and amplified procedures for coping with
emergencies that may occur. Emeigences caused by 12 OF
engine mafunctions are extremely rate Hf proper prefight inspections
maintenance are practiced. Enroute weather emergencies can be
iinimzed oF elminied by careful fight planning and good judgment
when unexpected weather is encountered. However, ‘an
‘emergency arise, the basic guidelines described in this section should
be considered and applied as necessary to correct the problem. In any
‘emergency situation, the most important task is continued control of the
airplane and maneuver to execute a successful landing.
Emergency procedures. associated with optional or supplemental
‘equipment are found in Section 9, Supplements,
AIRSPEEDS FOR EMERGENCY OPERATIONS
ENGINE FAILURE AFTER TAKEOFF
‘Wing Flaps UP : tee TO KIAS
Wing Flaps 10° = FULL :
MANEUVERING SPEED
2550 POUNDS.
2200 POUNDS
‘1900 POUNDS -
‘MAXIMUM GLIDE
PRECAUTIONARY LANDING WITH ENGINE POWER. ... . .65 KIAS
LANDING WITHOUT ENGINE POWER
Wing Flaps UP. feveees
Wing Flaps 10°- FULL:
1172SPHAUS-05 us. 365 SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAV IIL
KAP 140 AUTOPILOT
EMERGENCY PROCEDURES
Procedures in the Emergency Procedures Checklist portion of this
section shown in bold faced type are immediate action items which
‘should be committed to memory.
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF ROLL.
Throttle Control - IDLE (pull full out)
Brakes - APPLY
Wing Flape - RETRACT
‘Mixture Control - IDLE CUTOFF (pul full out)
MAGNETOS Switch - OFF
‘STBY BATT Switch - OFF
MASTER Switch (ALT and BAT) - OFF
:NGINE FAILURE IMMEDIATELY AFTER TAKEOFF
4. Airspeed - 70 KIAS - Flaps UP
65 KIAS - Flaps 10° - FULL,
2. Mixture Control- IDLE CUTOFF (pull full out)
3, FUEL SHUTOFF Valve - OFF (pull full out)
4. MAGNETOS Switch - OFF
5. Wing Flaps - AS REQUIRED (FULL recommended)
6. STBY BATT Switch - OFF
7. MASTER Switch (ALT and BAT) - OFF
8. Cabin Door - UNLATCH
9. Land - STRAIGHT AHEAD
Be us. 172SPHAUS-05 CESSNA SECTION3
MODEL 1725 NAV tit EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
ENGINE FAILURES (Continued)
ENGINE FAILURE DURING FLIGHT (Restart Procedures)
‘Airspeed 68 KIAS (best glide speed)
FUEL SHUTOFF Valve - ON (push full in)
FUEL SELECTOR Valve - BOTH
FUEL PUMP Switch - ON
Mixture Control RICH (if restart has not occurred)
MAGNETOS Switch - BOTH (or START if propellers stopped)
NOTE
If the propeller. is windmilling, engine will_restart
automatically within a few seconds, If propeller has stopped
(Possible af low speeds), tun MAGNETOS switch to
START, advance throttle slowly from idle and lean the
Mature from full neh as required: to obtain “smooth
operation,
7. FUEL PUMP Switch - OFF
NOTE
If the indicated fuel flow (FFLOW GPH) immediately drops
to 2070, 8 sign of fare of the engine-driven fuel pump,
Tetum the FUEL PUMP swith fo the ON postion. |"?
omnes
I'72SPHAUS-05 us. a7 SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAV III
KAP 149 AUTOPILOT
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
Pilot and Passenger Seat Backs - MOST UPRIGHT POSITION
Seats and Seat Belts - SECURE
Airspeed -70 KIAS - Flaps UP
65 KIAS - Flaps 10° - FULL
4. Mixture Control - IDLE CUTOFF (pull full out)
5. FUEL SHUTOFF Valve - OFF (pul full ut)
6 MAGNETOS Switch - OFF
r
8
8
Wing Flaps - AS REQUIRED (FULL recommended)
STBY BATT Switch - OFF
MASTER Swich (ALT and BAT) ~ OFF (wen landing ie
410, Doors - UNLATCH PRIOR TO TOUCHDOWN,
11. Touchdown - SLIGHTLY TAIL LOW
121 Brakes - APPLY HEAVILY
PRECAUTIONARY LANDING WITH ENGINE POWER
Pilot and Passenger Seat Backs - MOST UPRIGHT POSITION
‘Seats and Seat Belts - SECURE.
Airspeed - 65 KIAS
Wing Flaps ~ 20"
‘Selected Field - FLY OVER (noting terrain and obstructions)
Wing Flaps - FULL (on final approach)
Airspeed - 65 KIAS
‘STBY BATT Switch - OFF
MASTER Switch (ALT and BAT) - OFF (when landing assured)
). Doors - UNLATCH PRIOR TO TOUCHDOWN.
|. Touchdown - SLIGHTLY TAIL LOW
. Mixture Control - IDLE CUTOFF (pul full out)
|. MAGNETOS Switch - OFF
Brakes - APPLY HEAVILY
us. 172SPHAUS-05 CESSNA SECTIONS
MODEL 1728 NAV I EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
FORCED LANDINGS (Continued)
DITCHING
1. Radio - TRANSMIT MAYDAY on 121.5 MHz, (give location,
tentions and SQUAWK 7700)
2. Hoary bets Gn baggage sea) - SECURE OR JETTISON ¢F
poss
3, Plot and Passenger Seat Backs - MOST UPRIGHT POSITION
4. Seals and Seat Bots» SECURE
5. Wing Flap 20° - FULL
6. Power - ESTABLISH 200 FT/MIN DESCENT AT 85 KIAS
NoTE
Ino poweris avaiable, approach at 7 KIAS with Flaps UP
oF at 68 KIAS with Flapa 10" ‘ere
7. Approach - High Winds, Heavy Seas - INTO THE WIND
ght, Winds, Heavy Swell - PARALLEL TO
8. Cabin Doors - UNLATCH
8. Touchdown - LEVEL ATTITUDE AT ESTABLISHED RATE OF
DESCENT.
10, Face - CUSHION AT TOUCHDOWN (with folded coat)
11, ELT- ACTIVATE
12. Airplane - EVACUATE THROUGH CABIN DOORS
NOTE
If necessary, open window and flood cabin to equalize
pressure so doors can be opened.
19. Life Vests and Raft - INFLATE WHEN CLEAR OF AIRPLANE
I72sPHAUS-05 us. 30 SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAV Il y
KAP 140 AUTOPILOT (
FIRES
DURING START ON GROUND
4. MAGNETOS Switch - START (continue cranking t start the
engine)
IF ENGINE STARTS
2. Power - 1800 RPM (fora few minutes)
[3 Engine - SHUTDOWN (inspec for damage)
IF ENGINE FAILS TO START
2. Throttle Control - FULL (push full in)
3. Mixture Control -IDLE CUTOFF (pul full out)
‘4, MAGNETOS Switch - START (continue cranking)
5. FUEL SHUTOFF Valve - OFF (pull full out)
6. FUEL PUMP Switch -OFF
7. MAGNETOS Switch -OFF
8. STBY BATT Switch - OFF
8. MASTER Switch (ALT and BAT) -OFF
10. Engine - SECURE
‘1. Parking Brake - RELEASE
42, Fie Extinguisher - OBTAIN (have ground attendants obtain not
Installed)
43. plane - EVACUATE
14, Fire- EXTINGUISH (sing fire extinguisher, woo! blanket, o dit)
415. Fre Damage - INSPECT (repair or replace. dama
oinponens andor wring beors cnducing eroter Nigh)
110 us. 172SPHAUS-05 >) MODEL 1728 NAV I EMERGENCY PROCEDURES
)) KAP 140 AUTOPILOT
FIRES (Continued)
ENGINE FIRE IN FLIGHT
4. Mixture Control - IDLE CUTOFF (pull full out)
2. FUEL SHUTOFF Valve - OFF (pull full out)
FUEL PUMP Switch - OFF
|. MASTER Switch (ALT and BAT) - OFF
Cabin Vents - OPEN (as needed)
CABIN HT and CABIN AIR Control Knobs - OFF (push full in)
(io avoid crafts)
Airspeed - 100 KIAS (f fre is not extinguished, increase glide
‘speed fo find an airspeed, within airspeed limitations, which will
| provide an incombustible mixture)
I & Forced Landing - EXECUTE (refer to EMERGENCY LANDING
WITHOUT ENGINE POWER)
|
| ceSSNA SECTIONS
|
'
ELECTRICAL FIRE IN FLIGHT
\ &. STBY BATT Switch - OFF
(.) _ 2 MASTER switeh (ALT and BAT) - OFF
\/ | 3. Cabin Vente - CLOSED (to avoid drafts)
4. CABIN HT and CABIN AIR Control Knobs - OFF (push full
fn) (to avold dra)
Fire Extingulshor - ACTIVATE (Hf avallable)
8. AVIONICS Switch (BUS 4 and BUS 2)- OFF
7. All Other Switches (except MAGNETOS switch) - OFF
AFTER THE FIRE EXTINGUISHER HAS BEEN USED,
MAKE SURE THAT THE FIRE IS EXTINGUISHED
BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE
FROM THE CABIN.
8 Cabin Vents - OPEN (when sure that fire is completely
extinguished)
1Ad CABIN AIR Control Knobs - ON (pull full out)
that fre is completely extinguished)
(Continued Next Page)
1172SPHAUS-05 us. att SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAV IIL
KAP 140 AUTOPILOT.
FIRES (Continued)
ELECTRICAL FIRE IN FLIGHT (Continued)
IF FIRE HAS BEEN EXTINGUISHED AND ELECTRICAL POWER
IS NECESSARY FOR CONTMUED PLIGHT TO, NEAREST
SUITABLE AIRPORT OR LANDING AREA
10. Gieut Breakers - CHECK (or OPEN cteui() do not reset)
11. MASTER Switch (ALT and BAT) - ON
{2 Srey BATT Switch - ArH
| {8 AVIONICS Switch (GUS 1) -ON
| 44. AVIONICS Such (BUS 2) -ON
|
CABIN FIRE
4. STBY BATT Switch - OFF
MASTER Switch (ALT and BAT) - OFF
Cabin Vents - CLOSED (to avold drafts)
4. CABIN HT and CABIN AIR Control Knobs - OFF (push full
In) (to avoid drafts)
5. Fire Extinguisher - ACTIVATE (if available)
| WARNING
AFTER THE FIRE EXTINGUISHER HAS BEEN USED,
MAKE SURE THAT THE FIRE IS EXTINGUISHED
BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE
FROM THE CABIN.
6 Cabin “Vents - OPEN (when sure that fire is completely
extinguished)
7. CABIN HT and CABIN AIR Control Knobs - ON (pull full out)
(when sure that fre is completely extinguished)
8. Land the airplane as soon as possible fo inspect for damage.
BR us. 172SPHAUS-05 oxvonn on
Bt eee eee
Olnaas
FIRES (Continued)
WING FIRE
4. LAND and TAX Light Switches - OFF
2. NAV Light Switch - OFF
3. STROBE Light Switch - OFF
4. PITOT HEAT Switch - OFF
NOTE
Perform a sideslip to keep the flames away from the fuel
tank and cabin, Land as soon aa possible vaing ape on
roued fora approech and wouchdow,
I172SPHAUS-05 us. 313 SECTIONS. CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAV IIL
KAP 140 AUTOPILOT
ICING
INADVERTENT ICING ENCOUNTER DURING FLIGHT
4, PITOT HEAT Switch - ON
2, Tum back or change altitude (to obtain an outside alr
temperature that le lees conduetve to leing)
3, CABIN HT Control Knob - ON (pull full out)
4. Defroster Control Outlets = OPEN (to obtain. maximum
‘Windshield defroster allow)
CABIN AIR Control Knob = ADJUST (to obtain maximum
Getroster heat and airflow)
6. Watch for signs of induction alr iter icin. A loss of engine RPM
Could be caused by los Blocking the ar intake Mer. Adjust the
throttle as necessary to hold engine RPM. Adjust mixture ==
Nevessary for any change in power setings-
Plan a landing atthe nearest alrport. With an extremely rapid ice
bulk-up, select a sutable off aport landing ete.
1 © Wty an ic acsunuaton of 25 eh more onthe ing
22, be. prepared for significa
tea emer, tigher approach and stall speeds, and longer
ing rl
9. Leave wing faps retracted. Wit a severe ice build-up on the
1% (Genta Bl the change in wing wake allow drecton caused
wing flap extension coukd“resut in loss of levator
chetincneat
410. Open left window and, If practical, scrape ice from a portion of
the windshield for visibly nthe landing epproach
11, Perform a landing approach using a forward sip, ¥ necessary,
forimproved vai. °
+12, Approach at 65 to 75 KIAS depending upon the amount of ice
‘accumulation
413, Perform landing in level attitude.
44 Missed approaches: should be avoided whenever possible
because of severely reduced climb capability
Bu us. 172SPHAUS-05 CESSNA SECTION 3
O MODEL 1725 NAV I EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
STATIC SOURCE BLOCKAGE
(ERRONEOUS INSTRUMENT READING SUSPECTED)
4. ALT STATIC AIR Valve - ON (pull full out)
2. Cabin Vents - CLOSED
3. CABIN HT and CABIN AIR Control Knobs - ON (pul full out)
4 Ai Refer to Section 5, Figure 5-1 (Sheet 2) Airspeed
Calibration, Alternate Static Source correction char.
EXCESSIVE FUEL VAPOR
FUEL FLOW STABILIZATION PROCEDURES
(If flow fluctuations of 1 GPH or more, or power surges
occur.)
4, FUEL PUMP Switch - ON
2. Mixture Control - ADJUST (as necessary for smooth engine
‘operation)
7 3. Fuel Selector Valve - SELECT OPPOSITE TANK (if vapor
C ‘symptoms continue)
( 4. FUEL PUMP Switch - OFF (after fuel flow has stabilized)
I172SPHAUS-05 us. 345 SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAV IIL
KAP 140 AUTOPILOT.
ABNORMAL LANDINGS
LANDING WITH A FLAT MAIN TIRE
4. Approach - NORMAL
2. Wing Flaps - FULL
3. Touchdown - GOOD MAIN TIRE FIRST (hold airplane off fiat tre
as long as possible with aileron control)
4. Directional Conta - MAINTAIN (using brake on good whee! as
requi
LANDING WITH A FLAT NOSE TIRE
1. Approach - NORMAL
2. Wing Flaps - AS REQUIRED
‘a. 85'o 110 KIAS - Flaps UP - 10°
b._ Below 85 KIAS - Flaps 10° - FULL
3. Touchdown - ON MAINS (hold nosewheel off the ground as long
as possible)
4. When nosewheel touches down, maintain full up elevator as
airplane slows to stop.
p16 us. ‘172SPHAUS-05 O
CESSNA SECTION 3
MODEL 1728 NAV tit EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
THIGH VOLTS ANNUNCIATOR COMES ON OR M BATT
‘AMPS MORE THAN 40
4. MASTER Switch (ALT Only) - OFF
2. Electrical Load - REDUCE IMMEDIATELY as follows:
‘AVIONICS Switch (BUS 1) - OFF
PITOT HEAT Switch - OFF
BEACON Light Switch - OFF
LAND Light Switch - OFF (use as required for landing)
‘TAXI Light Switch - OFF
INAV Light Switch - OFF
‘STROBE Light Switch - OFF
CABIN PWR 12V Switch - OFF
NOTE
* The main battery supplies electrical power to the main
and essential buses unt M BUS VOLTS decreases:
below 20 volts. When M BUS VOLTS falls below 20
volts, the standby battery system will automatically
suppiy electrical power to the essential bus for at least
30 minutes.
* Select COM1 MIC and NAV1 on the audio panel and
tune to the active frequency before setting AVIONICS.
BUS 2 to OFF. If COM2 MIC and NAV2 are selected
when AVIONICS BUS 2 is set fo OFF, the COM and NAV
radios cannot be tuned.
(Continued Next Page)
1172SPHAUS-05 us. a7 SECTIONS CESSNA
EMERGENCY PROCEDURES MODEL 1725 NAV Ill
KAP 140 AUTOPILOT
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS (Continued)
THIGH VOLTS_ANNUNCIATOR COMES ON OR M BATT
‘AMPS MORE THAN 40 (Continued)
‘COM! and NAV1 - TUNE TO ACTIVE FREQUENCY
J. COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will
bbe inoperative once AVIONICS BUS 2 is selected to OFF)
NOTE
When AVIONICS BUS 2 Is set to OFF, the following items
will not operate:
Autopilot ‘Audio Panel
cOMM 2 NAV2
Transponder MFD
k. AVIONICS Switch (BUS 2) - OFF (KEEP ON ifin clouds)
3. Land as soon as practical
NOTE
Make sure a successful landing is possible before
‘extending flaps. The flap motor Isa large electrical load
‘during operation.
118 us. ‘172SPHAUS-05 CESSNA SECTION 3
MODEL 1728 NAV I EMERGENCY PROCEDURES
KAP 140 AUTOPILOT.
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS (Continued)
LOW VOLTS ANNUNCIATOR COMES ON BELOW 1000
RI
41. Throttle Control - 1000 RPM
[2 SQW,OETS Annuncstor- CHECK (ey annunciaor is not
LOW VOLTS ANNUNCIATOR REMAINS ON AT 1000 RPM.
3. Authorized maintenance personnel must do electrical system
inspection prior to next fight.
LOW VOLTS ANNUNCIATOR COMES ON OR DOES NOT
GO OFF AT HIGHER RPM
MASTER Switch (ALT Only) - OFF
‘ALT FIELD Circuit Breaker - CHECK IN
MASTER Switch (ALT and BAT) - ON.
LOW VOLTS Annunciatr = CHECK (verty annuncitor is not
shown)
5. MBUS VOLTS - CHECK 27.5 V (minimum)
1 6 MBATT AMPS - CHECK CHARGING (+)
oN
VY
ene
IF LOW VOLTS ANNUNCIATOR REMAINS ON
7. MASTER Switch (ALT Only) - OFF
8. Electrical Load - REDUCE IMMEDIATELY as follows:
a. AVIONICS Switch (BUS 1) - OFF
b. PITOT HEAT Switch - OFF
c. BEACON Light Switch - OFF
._ LAND Light Switch - OFF (use as required for landing)
fe. TAXI Light Switch - OFF
f. NAV Light Switch - OFF
9. STROBE Light Switch - OFF
fh. CABIN PWR 12V Switch - OFF (f installed)
) (Continued Next Page)
IN72SPHAUS-05 us. 319 SECTION 3 CESSNA
EMERGENCY PROCEDURES. MODEL 1728 NAV IIL
KAP 140 AUTOPILOT.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
(Continued)
IF LOW VOLTS ANNUNCIATOR REMAINS ON (Continued)
NOTE
‘© The main battery supplies electrical power to the main
and essential buses unt M BUS VOLTS decreases
below 20 volls. When M BUS VOLTS falls below 20
volts, the standby battery system will automatically
supply electrical power to the essential bus for at least
30 minutes.
‘© Select COM! MIC and NAV1 on the audio panel and
tune to the active frequency before setting AVIONICS
BUS 2 to OFF. if COM2 MIC and NAV2 are selected
when AVIONICS BUS 2 is set to OFF, the COM and NAV
radios cannot be tuned.
| COMI and NAV1 - TUNE TO ACTIVE FREQUENCY
J. COM1 MIC and NAV1 - SELECT (COM2 MIC and NAV2 will
be inoperative once AVIONICS BUS 2 is selected to OFF)
NOTE
‘When AVIONICS BUS 2 is set to OFF, the following items
«wil not operate:
1 Autopilot ‘Audio Panel
‘COMM 2 NAV2
Transponder MFD
k. AVIONICS Switch (BUS 2) - OFF (KEEP ON if in clouds)
9. Land as soon as practical
NOTE
Make sure a successful landing is possible before
extending flaps. The flap motor is a large electrical load
during operation.
120 us. 172SPHAUS-05 CESSNA SECTION 3
MODEL 1728 NAV I EMERGENCY PROCEDURES.
KAP 140 AUTOPILOT
AIR DATA SYSTEM FAILURE
RED X - PFD AIRSPEED INDICATOR
1. ADCIAHRS Circuit Breakers - CHECK IN (ESS BUS and AVN
BUS 1). If open, reset (close) circut breaker. If circuit breaker
‘pens again, do not reset.
2. Stand Indicator - USE FOR AIRSPEED
INFORMATON
RED X - PFD ALTITUDE INDICATOR
1. ADG/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN
BUS 1). if open, reset (close) cicult breaker. If crcuit breaker
‘opens again, do not reset
2. Standby Altimeter = CHECK current barometric pressure SET.
USE FOR ALTITUDE INFORMATION.
ATTITUDE AND HEADING REFERENCE SYSTEM
(AHRS) FAILURE
RED X - PFD ATTITUDE INDICATOR
1. ADGIAHRS Circuit Breakers ~ CHECK IN (ESS BUS and AVN
BUS 1). if open, reset (close) circuit breaker. If circut breaker
‘pens again, do not reset.
2, Standby Attitude Indicator - USE FOR ATTITUDE
INFORMATION
RED X - HORIZONTAL SITUATION INDICATOR (HS!)
1. ADC/AHRS Circuit Breakers - CHECK IN (ESS BUS and AVN
BUS 1). i open, reset (close) circuft breaker. If circuit breaker
‘opens again, do not reset
2. Non-Stablized Magnetic Compass - USE FOR HEADING
INFORMATION
I'72sPHAUS-05 us. 324 SECTIONS. CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAV IIL
KAP 140 AUTOPILOT.
VACUUM SYSTEM FAILURE
LOW VACUUM ANNUNCIATOR COMES ON
‘VAG Indiator - CHECK (verty vacuum pointer in green
ind range]
CAUTION
IF VACUUM POINTER IS OUT OF THE GREEN BAND
DURING FLIGHT OR THE GYRO FLAG IS SHOWN ON
THE STANDBY ATTITUDE INDICATOR, THE STANDBY
ATTITUDE INDICATOR MUST NOT BE USED FOR
‘ATTITUDE INFORMATION.
B22 us, ‘1 T2SPHAUS-05 CESSNA SECTIONS
MODEL 1728 NAV Il EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
HIGH CARBON MONOXIDE (CO) LEVEL ADVISORY
(if installed)
CO LVL HIGH ANNUNCIATOR COMES ON
4. CABIN HT Control Knob - OFF (push full in)
2. CABIN AIR Control Knob - ON (pull full out)
3. Cabin Vents - OPEN
4 Cabin, Windows - OPEN (169 KIAS maximum windows open
CO LVL HIGH ANNUNCIATOR REMAINS ON
‘5. Land as soon as practical
1'72sPHAUS.05, us. 3.23 ‘SECTION 3 CESSNA
EMERGENCY PROCEDURES: MODEL 1725 NAV Il
KAP 140 AUTOPILOT
AMPLIFIED EMERGENCY PROCEDURES
‘The following Amplified Emergency Procedures provide additional
information beyond that inthe Emergency Procedures Checklists
potion of this secton. These procedures elo include information not
feadiy adaptable to'@ checklist formal. and material to which a plot
RUIE not be expected to refer in resoluton of a specic emergency.
‘his information should be reviewed in deta prior to fying the airplane,
‘as well as reviewed on a regular basis to Keep pllo's knowiegge of
provedures fresh,
ENGINE FAILURE
If an engine faiure occurs during the takeoff roll, stop the airplane on.
the remaining runway. Those extra items on the checklist will provide
added safety after a failure ofthis type.
Han engine failure occurs immediately after takeof, in most cases, the
landing should be planned straight ahead with only small changes
direction to avoid obstructions. Altitude and airspeed are seldom
Sufficient to execute the 180" gliding tum necessary to retum to the
runway. The checklist procedures assume that adequate time exists to
Secure the fuel and ignition systems prio to touchdown,
‘After an engine failure in fight, the most important task is to continue
fying the arcane, The bes! ade Speed, 26, shown in Figure, 31,
should be eslablished as quicky as possible. While gliding toward &
Suitable landing area, an effort should be made to identity the cause
the fallure. if time permits, an engine restart should be attempted
shown in the checklist. I the engine cannot be restarted, a forced
landing without power must be completed.
1324 us. 172SPHAUS-05 CeSSNA SECTION
S\ MODEL 172s NAVI EMERGENCY PROCEDURES
(.) KAP tao abToPILoT
MAXIMUM GLIDE
= 12,000 So
F={* Propeler Windmiling
Flaps Up * Zero Wind
10,000}-——4 ae
E 2000]
i
© e000
3
= A0n0} eae
eae
F[21f feest Gide Speed 68 KIAS]
2009 :
0 2 4 6 8 10 12 4 16 18 20
Ground Distance - Nautical Miles
Figure 3-1*
[1728PHAUS-05 us. 3.25 SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAVI
KAP 140 AUTOPILOT.
FORCED LANDINGS
{fll attempts to restart the engine fail and a forced landing is imminent,
select a suitable field and prepare for the landing as discussed under
the Emergency Landing Without Engine Power checklist. Transmit
[Mayday message on 121.5 MHz giving location, intentions and squawk
Before attempting an off airport landing with engine power available,
‘one should fly over the landing area at a safe, but low altitude, to
Inspect the terrain for obstructions and surface conditions, proceeding
aerdecussed in the Precautionary Landing Wit Engine Power
Prepare for ditching by securing or jettisoning heavy objects located in
the baggage area and collect folded coats for protection of occupants’
face at iuchowm. Transmit Mayday messagss on 121.8 Miz ving
[location intentions and squawk 7700. Avoid a landing flare because
the fealty in Judging height over 2 water surface. The checklst
‘assumes th abi Ft make a precautionary water
ianding. If power is not available, use of the airspeeds noted with
minimum flap extension will provide @ more favorable attitude for a
ower off ditching
In a forced landing situation, do. not tum off the MASTER switch,
|AVIONICS switch or STBY BATT switch until a landing is assured.
| Premature deacvation ofthe swiches wil disable all aipane electrical
systems.
Before competing a forced landing, especialy in remote and
frouninau® areas, activate the ELT By seting te cockptt mounted
Surth o the ON poelton, For compete information on ELT opeation,
[eter to Secton 9, Suppioments
B26 Us. 172SPHAUS-05 CESSNA SECTION 3
MODEL 172 NAV I EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
LANDING WITHOUT ELEVATOR CONTROL
“Trim for horizon ight with an aired of approximately 65 KIAS and
{ape sete 20" by usng tote and elevstor fm contro. Then do not
Change the elovator frm control setting; contol the gide angie by
Sdjustng power
During the landing flare (round-out), the nose will come down when
[power is reduced and the airplane may touch down on the nosewheel
before the main wheels. When in the flare, the elevator trim control
should be adjusted toward the full nose up position and the power
lusted at the same time so that the airplane will rotate to a horizontal
attude for touchdown. Close the throttle at touchdown,
FIRES.
Improper starting procedures involving the excessive use of auxiliary
fuel pump operation can cause engine flooding “and subsequent
collection ‘of fuel on the. parking ramp as the excess fuel dai
‘overboard from the intake manifolds. This is sometimes experienced
difficult starts in cold weather where engine preheat service is not
‘available, If this occurs, the airplane should be pushed away from the
{uel puddle before another engine start ls attempted. Otherwise, there
is a possibilty of raw fuel accumulations in the exhaust system igniting
during an engine start, causing a long flame from the tailpipe, and
Possibly igniting the collected fuel on the pavement. Ia fire occurs,
proceed according to the checklist
‘Although engine fires are extremely rare in fight, if a fire is
‘encountered, the steps of the appropriate checklist should be followed.
‘After completion of the checkiist procedure, execute a forced landing.
Do not attempt to restart the engine.
he fest sign of an electrical fire is usually the emell of bui
insulation. The checklist procedure should result in the elimination of
the fre.
I1728PHAUS-05 us. 327 SECTION 3 CESSNA
EMERGENCY PROCEDURES MODEL 1728 NAVI
KAP 140 AUTOPILOT
EMERGENCY OPERATION IN CLOUDS
Ifthe engine-driven vacuum pump fails in fight, the standby atitude
indicator wil not be accurate, The plot must then rely on the attlude
‘and heading’ information (rom the AHRS) shown -on the. PFD
indleators. With vaia HOG or GPSINAV’and bind turn ‘coordinator
Inputs, auiopiot operation wil not be affected.
If the AHRS unit falls in fight (red X's shown through the PFD attitude
and heading indicators), the pilot must rely on the standby attitude
indicator and non-stabilized magnetic compass for atitude and heading
information.
[The KAP_140 Autopilot will not operate in HDG, NAV, APR. or REV
Jmodes without AHRS input. Autopilot rol, attitude hoid and vertical
Speed operling modes are independent of AHRS operation, Refer fo
Section 8, Supplement 3, for addtional deals on avtopiot operations.
“The following instructions assume thatthe pilots nt very proficient at
inatument fying and is fying. the airplane without the autoplot
engaged
EXECUTING A 180° TURN IN CLOUDS (AHRS FAILED)
Upon inadvertently entering the clouds, an immediate turn to reverse
‘oourse and return to VFR conditions ehould be made as follows:
AHRS FAILURE
1. Note the non-tabiized magnetic compass heading.
2. Using the standby atiude ncicator,ntate a 15" bank lf tu.
Keap feet off rudder pedals, Marian allide and 15" bank
de. Continue theta ro seeend, then rol back o evel
3. When the compass card becomes sufficiently stable, check the
accuracy of the tum by verifying that the compass heading
approximates the reciprocal ofthe original heading.
4. necessary, adjust the heading by keeping the wings level and
Using the ruddet to make skidaing tums (he compass wil read
‘more accurately) to complete the course reversal
5. Maintain altude and airspeed by cautious application of
elevator control. Keep the roll pointer and index aligned and
steer only with rudder.
128 us. ‘172SPHAUS-05 lon
VU
») folowe:
CESSNA SECTION 3
MODEL 1728 NAV tl EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
EMERGENCY OPERATION IN CLOUDS (Continued)
EMERGENCY DESCENT THROUGH CLOUDS (AHRS
FAILED)
When returning to VER fight afer a 180° tum is not practical, a descent
through the clouds to VFR conditions below may be approprate. If
possible, obiin an ATC clearance for an emergency descent through
AHRS FAILURE
Choose an cater of west heading to mini nonsablized
rete compase card senatvly. Occasionally check the compass
Reading and ace, rior cect fo hal at approxinate cours
‘The autopit may be engaged in ROL mode to Keep the wings leve
and V8 mode fo contro rate-ot decent °*
Before descending into the clouds, prepare for a stabilized descent as
‘Apply ful ich mixture.
‘Tum pitot heat on
‘Set power for a 500 to 800 feet per minute rate of descent,
Set the elevator trim for a stabilized descent at 80 KIAS.
Use the standby attitude indicator roll pointer and index to keep
‘wings level.
Check trend of compass card movement and make cautious
‘corrections with rudder to stop the turn,
Upon breaking out of clouds, resume normal cruising fight.
N @ gene
1172SPHAUS.05 us. 329 ‘SECTION 3 CESSNA
EMERGENCY PROCEDURES. MODEL 1728 NAV IL
KAP 140 AUTOPILOT
EMERGENCY OPERATION IN CLOUDS (Continued)
RECOVERY FROM SPIRAL DIVE IN THE CLOUDS (AHRS:
FAILED)
AHRS FAILURE
Ifa spiralis entered while in the clouds, continue as flows:
Retard throttle to idle poston
Remove feet from rudder pedals
‘Stop tur by carefully leveling the wings using aleron contol to
alg the folndex and rol pointer of the sandy atte
‘4. Gautlously apply elevator back pressure to slowly reduce the
Stopood BO RAS oe wy
5. Adjust the elevator tim control to maintain an 80 KIAS gli.
6. Use aleron control to maintain winge level (Keep roll painter and
1.
8
index aligned) and constant heading.
Resume Emergency Descent Through The Clouds procedure.
Upon breaking out of clouds, resume normal cruising ight.
INADVERTENT FLIGHT INTO ICING CONDITIONS
Fight into icing conditions is prohibited and extremely dangerous. An
inadvertent encounter with these conditions can be resolved using the
‘checklist procedures. The best action is to turn back or change altitude
to escape icing conditions, Set the PITOT HEAT switch to the ON
Position unti safely out of icing conditions.
During these encounters, an unexplained loss of engine power could
be caused by ice blocking the air intake filer or in extremely rare
instances ice completely biocking the fuel injection air reference tubes.
In either case, the throtte should be positioned to obtain maximum
RPM (in some instances, the throttle may need to be retarded for
‘maximum power). The mixture should then be adjusted, as required, to
‘obtain maximum RPM,
1330 us. 472SPHAUS-05 CESSNA SECTION 3
MODEL 1725 NAV I EMERGENCY PROCEDURES
KAP 140 AUTOPILOT
STATIC SOURCE BLOCKED
If eroneoug readings of the satic source instruments, (erepeed,
altimeter and vertical speed) are the alerate static source
Jair valve (ALT STATIC AIR) should be pulled ON, thereby supplying
‘static pressure to these instruments from the cabin.
When the ALT STATIC AIR valve is ON, the maximum airs
variation from normal static source operation is 11 knots and the
[Esser Pair ii ee ao a Referto
Section 5, Figure 5-1 (Sheet 2), Airspeed Calibration - Alternate Static
|Source correction tables for additional details.
‘SPINS
‘Should an inadvertent spin occu, the folowing recovery procedure
‘should be used: * 2 os
41. RETARD THROTTLE TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION,
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE
DIRECTION 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 center of gravity loadings to assure optimum fecove es.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the contol inputs may extend: the
recovey.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE
1f the rate of the spin makes determining the direction of
‘otation difficult, the magenta turn rate indicator atthe top of
‘the HSI compass card will show the rate and direction of
the turn, The HS| compass card will rotate in the opposite
