Timing mechanism cessna 172

Cessna C172S SKYHAWK is not just an unsurpassed classic of small aviation, which has established itself as one of the most reliable and mass-produced aircraft, but also an ultra-modern aircraft of a new generation thanks to the installed Garmin g1000 system. The Cessna C172S SKYHAWK is designed not only for training, recreational pleasure flights, but also capable of performing commercial flights for the transportation of passengers in automatic mode under instrument flight rules, not inferior to large airliners. Because this aircraft is capable of not only performing automatic flight along the route, but is also capable of landing itself with little or no help from the pilot. Cessna C172S SKYHAWK This is a classic with a modern twist!

Cessna C172 is a comfortable, reliable four-seat aircraft, the most massive in the history of aviation (more than 43,000 units were built). The reliability of the 172nd Cessna is at least indicated by the fact that one of its first variants once spent 64 days in the air without turning off the engine. Fuel, food and water were supplied to the plane from a truck on the go.

If the Yak-52 is a "flying desk" for future virtuoso pilots, then Cessna C172S is a real center for training in working with modern navigation equipment. Model S is the most modern modification of the aircraft, released in 1998. It almost does not differ from the Cessna 150 in its behavior in the air - it is just as “calm” and comfortable to pilot, economical and safe. The radical difference of C172S is in its electronic filling.

This model is equipped with the so-called "glass cockpit" (glass cockpit), that is, a system of screens that can completely replace all instruments. With them, the pilot does not have to look out the window at all! This means that the aircraft is fully adapted for night flights and departures in difficult weather conditions. Training on the cessna C172 S allows you to master the navigation systems that are used in more advanced and heavy aircraft, learn how to move around the country in any weather and time of day.

The aircraft is equipped with the GARMIN 1000 navigation complex, designed for the integrated display of flight and navigation information. It is so modern that some of its more "advanced" functions are not yet fully supported in Russia.

Like the Cessna 150, it is an undemanding, stable aircraft. Of course, it is less sensitive to control, and you can forget about aerial acrobatics on it. Nevertheless, it was on such a Cessna that young Matthias Rust in 1987 crossed the state border under the stunned silence of the Soviet air defense and landed in Moscow, on Vasilevsky Spusk. The Cessna did not disappoint - although before that Rust had flown only 50 hours.

Flight characteristics Cessna C172

The maximum allowable speed is 261 km/h (162 MPH), cruising speed in level flight is 193 km/h (120 MPH). The maximum allowable overloads at maximum takeoff weight with flaps retracted +4.4/-1.76.

Practical range and flight duration at 75% power at an altitude of 2100 m (7000 ft) with fuel tanks of 85 l (22.5 gal) - 765 km, flight time 4.1 hours. Maximum range at 3,000 m (10,000 ft) in extended range version with 132.5 L (35 gal) fuel tanks is 1,416 km, time 9.4 hours. Service ceiling 3,855 m (12,650 ft).

The combination of simplicity of design with high strength, reliability and ease of operation makes flying the cessna C172 S enjoyable and safe even for less experienced pilots.

Tactical and technical characteristics

Cessna: 172S Skyhawk
Height: in the parking lot 2.63 m
Length: 7.24 m
Wingspan: 10.11 m
Empty weight: 736 kg
Maximum takeoff weight: 1156 kg
Filling capacity of the fuel system 85 l with standard tanks; 132.5 liters with enlarged tanks
Fuel aviation gasoline with an OC of at least 80/87 or 100L gasoline
Oil used SAE 40 at T above 5°C, SAE 10W30 or SAE 20 (at T below 5°C)

Translated from the 1973 French edition

ATTENTION!

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

ON-BOARD DOCUMENTATION

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

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

GENERAL DESCRIPTION AND DIMENSIONS

dimensions

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

Wings

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

ailerons

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

Flaps

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

horizontal tail

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

Elevator trimmer

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

vertical tail

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

Chassis

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

Power point

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

Air propeller

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

Cabin

Quadruple, two entrance doors; luggage compartment.

DESCRIPTION OF CONTROLS

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

DESCRIPTION

FUEL SUPPLY SYSTEM

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

FUEL SLAY DRAIN

See maintenance procedures in section 6.

ELECTRICAL DIAGRAM

ELECTRICAL EQUIPMENT

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

MAIN SWITCH

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

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

AMMETER

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

OVERVOLTAGE SENSOR AND WARNING LIGHT

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

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

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

FUSES AND CIRCUIT BREAKERS

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

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

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

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

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

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

LANDING LIGHT (OPTIONAL EQUIPMENT)

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

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

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

FLAPS CONTROL

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

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

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

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

CAB HEATING AND VENTILATION

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

PARKING BRAKE

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

STALL ALARM

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

OPERATING LIMITATIONS

1) Certification

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

2) Limit speeds

3) Marks on the airspeed indicator

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

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

5) Maximum permissible weight

Maximum allowable takeoff and landing weight: 842 kg.

6) Centering

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

7) Allowable loading:

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

8) Permissible operating conditions

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

9) Icing

Deliberate performance of flights in icing conditions is prohibited.

SIMPLE PILOTAGE

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

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

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

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

ENGINE OPERATING LIMITATIONS

OIL TEMPERATURE LIMITS

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

OIL PRESSURE LIMITS

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

FUEL GAUGE READINGS

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

TACHOMETER READING (RPM)

PLATES

The aircraft has the following information plates.

1. In the cargo hold:

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

Loading instructions are given on the alignment chart.

2. Near the fuel cock:

ON - OFF (OPEN - CLOSE)

3. On the dashboard near the overvoltage warning light:

OVERVOLTAGE

EMERGENCY ACTIONS

ENGINE FAILURE

1) When taking off

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

2) On takeoff after liftoff

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

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

3) In flight

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

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

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

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

FIRE

1) On the ground

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

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

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

2) In flight

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

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

3) In the cockpit

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

Note: Use a portable fire extinguisher to extinguish.

4) On the wing

1. Main switch DISABLE
2. Cab ventilation CLOSE

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

5) Electric fire

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

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

LANDING

1) With a burst or deflated tire

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

2) When elevator control fails

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

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

EMERGENCY LANDING

Engine running

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

With the engine off

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

FORCED WATER LANDING

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

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

FLIGHT IN ICING CONDITIONS

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

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

UNINTENDED SPIN

IN CONDITIONS OF LIMITED VISIBILITY

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

ELECTRICAL FAILURES

1) Complete failure of the onboard network

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

2) Failure of the generator or voltage regulator

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

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

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

INTERRUPTIONS OR LOSS OF ENGINE POWER

Carburetor Icing

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

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

Candle contamination

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

Magneto malfunction

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

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

Oil pressure reduction

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

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

CHARTS FOR LOADING AND CENTERING TIMES

ZONE 1 = 54 kg

ZONE 2 = 18 kg

ZONE 1 + ZONE 2 = 54 kg

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

Weight, kg
	Centering moment, kg∙m

Weight, kg
	Centering moment, kg∙m

CONTROL CHECKS

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

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

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

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

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

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

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

BEFORE SEATING IN THE AIRCRAFT

1. Perform a pre-flight inspection according to the diagram in Fig. 8.

BEFORE STARTING THE ENGINE

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

ENGINE STARTING

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

BEFORE TAKEOFF

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

TAKEOFF

Normal takeoff

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

Take off with maximum efficiency

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

CLIMB

Normal climb

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

Climb with maximum efficiency

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

ROUTE FLIGHT

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

BEFORE LANDING

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

NORMAL FIT

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

AFTER LANDING

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

BEFORE LEAVING THE PLANE

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

OPERATION PROCEDURES

ENGINE STARTING

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

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

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

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

TAXI CONTROL POSITION

TAXIING

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

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

PREPARATION FOR TAKEOFF

Engine warm-up

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

Magneto check

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

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

Generator check

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

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

TAKEOFF

Engine Mode Check

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

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

Prior to takeoff from sites above 5,000 feet (1,524 m), lean the mixture until the engine reaches maximum engine speed at line take off.

Use of flaps

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

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

TAKEOFF WITH A SIDE WIND

Crosswind takeoff is to be carried out at the minimum flap extension angle possible on the length of the runway in use. Run up to a speed slightly higher than usual, and when taking off, transfer the aircraft to an intensive pitch-up to avoid touching the runway when sliding. After the final lift-off, turn the aircraft to the wind.

CLIMB

See MAXIMUM RATE OF CLIMB CHART.

CLIMB SPEED

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

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

Go-around

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

ROUTE FLIGHT

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

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

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

OPTIMUM FLIGHT PERFORMANCE AT 75% FULL POWER

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

STALL

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

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

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

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

LANDING

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

LANDING WITH A SIDE WIND

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

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

OPERATION AT LOW TEMPERATURES

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

ATTENTION!

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

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

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

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

PERFORMING A CORKSCREW

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

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

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

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

ATTENTION!

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

The table shows lean air range and duration at 2,500 to 12,500 ft, excluding wind, for aircraft with 85 l and 132.5 l fuel tanks, 842 kg takeoff weight, under standard atmospheric conditions.

Remember that all data are based on standard atmospheric conditions!

PERFORMANCE CHARACTERISTICS

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

TRUE SPEED CHART

STALL SPEED

V С, km/h (MPH)

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

ROOM LENGTH

with flaps retracted on paved runway

RUN LENGTH

with flaps extended on a paved runway at idle in calm

MAXIMUM CLIMB

flaps retracted at full throttle

MAXIMUM PLANNING DISTANCE

SHORT ROAD LANDING

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

LIMIT SPEED OF SIDE WIND

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

WikiHow is a wiki, which means that many of our articles are written by multiple authors. When creating this article, 19 people worked on editing and improving it, including anonymously.

Surprise your friends with aviation knowledge. Landing the plane is the most important part of the flight. Safety above all! This manual assumes that you are approaching the airfield with a left approach pattern, moderate wind, clear visibility.

Steps

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

• call signs of the towers / DPP, tail number of the aircraft, your position, altitude Landing with information previously received ATIS code. The tower will give you instructions. This instruction assumes that you have been instructed to approach to the left (or right) of Runway X and report on approach to waypoint 45. (These are indicative instructions, some specific information sometimes requested by the control tower is not included here).

• Do a pre-landing check against this list: brake test, landing gear extended and locked, mixture fully rich, fuel switch in BOTH position, flaps at will, (propeller pitch constant), oil temperature and pressure on green, MASTER main switch on, ignition switch (magneto ) in the BOTH position, (carburetor heating is on if the rpm is less than 1500RPM), seat belts are fastened, landing lights are on. The plane is ready for landing.

  Turn on the carburettor heat and descend to reach the altitude indicated in the approach chart for this airport by the time you get to point 45 (turn 3). You may be slightly taller at this point. Let's assume the altitude for this pattern is 1200 feet above sea level. Try to descend at 500 fpm on the vario. So your eardrums will be easier.

  As you approach point 45, contact the tower and report your altitude and how far you are. The tower will allow you to land or just take note of you.

  Remember that when you get within a quarter mile of the runway, you must turn downwind (the section between the 3rd and 2nd turn). At this point, you should be cleared to land. You should fly at 80-85 knots at about 2000 RPM.

  Be aware that when you are abeam the runway, you must turn on the carburettor heat and drop the rpm down to 1500 RPM. Hold the nose level until the arrow on the speed gauge falls into the white area, then extend the flaps 10 degrees. While adjusting the pitch of the propeller, reduce the speed to 75 knots according to external visual signs, then check with the instruments. Turn using the rudder pedals as well. However, be careful not to push the pedals too hard: slip + stall = spin!

  When the edge of the runway is 45 degrees behind you (point 45), turn left to base (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 the turn, do it only after exiting the turn. You are now flying perpendicular to the runway. Be especially careful at airports with parallel lanes to avoid entering the parallel lane approach route in this turn, otherwise we may collide with other aircraft.

  Turn onto the landing straight. After completing the turn, extend the flaps another 10 degrees. The point at which you plan to land should look stationary. Adjust the propeller pitch to maintain a speed of 60-70 KIAS (instrument knots). Control your height by adjusting the traction. Maintain an airspeed above 60 knots, but don't fixate your attention on the display alone. Use the ailerons to compensate for the effect of the side wind, 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, slowly release power and level the plane. In order to keep the plane in a level position, you must pull the helm more and more towards yourself and, in the presence of a crosswind, compensate for it with the ailerons. Apply the brakes only when necessary (if you are approaching the edge of the runway or to avoid blocking the movement of other aircraft). Continue driving until you reach taxi speed (the speed of a fast walking person) and turn 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 up while slowing the aircraft, look to the end of the runway and make sure the lower frame of the windshield is parallel to the horizon/edge of the runway. If you can't see the lane ahead, use your peripheral vision to check the plane's position relative to the ground.
  • Enjoy.
  • If you don't even have a pilot training license, you can only fly with an instructor. And if you have one, you will still need a note from the instructor that you can fly alone.
  • If you miss the lane, don't be afraid to go around. Engage full thrust and hold the aircraft's nose so it doesn't rise too high. Climb up and gradually retract the flaps. The difference between a good pilot and a fool is that the former knows when to go around, while the latter takes risks in vain.
  • Approach speed depends on various conditions such as wind speed/direction. Check with your instructor about approach speed if you are unsure. You can also determine your approach speed by stalling. Approach speed is typically 1.3 stall speed. It can be defined as follows: multiply the stall speed by 3, move the decimal point one decimal place to the left, and add the wind speed correction to that, and add the stall speed. For example, at a stall speed of 50 km/h, the approach speed would be 65 km/h. Make sure the aircraft is ready to land before doing this approach. It is especially useful when you do not know the nominal approach speed for that aircraft. For example, for old aircraft that have been modified (Cessna 172, 1973, is unlikely to fly as it was 40 years ago), or if you are flying in an unfamiliar aircraft, or if you have any malfunctions (stuck flaps, etc.).

:: Current]

Cessna 172SP instrumentation

Introduction

The Cessna 172 SP Skyhawk is the most massive aircraft in the world in the history of mankind. The history of Cessna began in 1911 when Clyde Cesna built his first aircraft. The company was officially registered in 1927. The company produced a wide variety of different types of airframes, but the company was best known for light aircraft designed for private use. Production of the Cessna 172 began in 1955. At that time, the C-172 was equipped with a six-cylinder Continental O-300 engine, but starting in 1967 the engine was replaced with a four-cylinder Lycoming O-320. 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 regular 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 performance of a real model, which allows it to be used for initial basic training for beginners. In this article, we will give a brief overview of the main instruments of the aircraft.

Dashboard

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

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

Now consider each device separately and describe its main purpose.

Next, consider the following 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 instrument showing engine speed.

In flight, the engine speed must be in the green sector. It is forbidden to operate the engine at the speed indicated by the red sector. The box below the arrow shows the number of hours the engine has been running.

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

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

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

Consider the following panel with a group of instruments. 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 COM1, COM2, NAV1, NAV2 and ADF buttons, you can turn the sound of the corresponding receivers on and off (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 location of the aircraft and its speed, using space satellites (Global Positioning System). Based on this data, it can also display the distance, heading and flight time at the current speed to a given aerodrome (AIRP button), VOR beacon (VOR button), OPRS beacon (NDB button) or airway crossing (FIX button). The names of the objects to be shown are given by their codes. The left and right arrow buttons are used to move between the letters of the code entry, the values ​​of the letters are changed with the PREV and NEXT buttons.
	Two blocks of shortwave receivers (radio stations, COM1, COM2) and receivers (NAV1, NAV2). The numbers on the display show the frequency at which the radio station (receiver) is currently operating. Receivers COM1 and COM2 are designed to communicate and work with air traffic controllers. And the NAV1 and NAV2 receivers are used to tune in to the frequencies of radio navigation equipment (VOR, ILS). Frequency tuning is done by turning the tuning wheels at the bottom right of each instrument. The large wheel changes units, the small wheel changes tenths of a number.
	Receiver for operation of NDB beacons (connected with ARC device). Each frequency digit is entered separately, using small wheels under the numbers. This is also where the autopilot mode switch (flightdir) is located.
	Respondent (squawk). The device is used to identify and display the aircraft on the controller'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 responder to different modes of operation. In X-Plane, the transponder is used for its real purpose in online flights and has two modes out of four possible: SBY (waiting) and XPDR ("C" mode). In STANDBY (SBY) mode, the transponder is on but does not transmit anything. The transponder must always be in this mode until the aircraft has occupied the runway (site). In XPDR (Mode C, pronounced "Charlie Mode"), the transponder receives a signal from the control radar and transmits its own code in response. In the air and on the runway, the transponder must always operate in mode C. It is very important to remember to put the transponder in mode C before occupying the lane, and put it in STANDBY mode after clearing the lane. On the left is the white IDENT button. If you press it, the aircraft tag on the controller's radar will start flashing. The dispatcher may ask you to turn on IDENT mode if he cannot find you in heavy traffic.
	Autopilot control unit. The use of autopilot 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 one below the other that regulate the brightness of instrument lighting and cabin lighting.
2. The lever (retractable and retractable) controls the engine speed, it is abbreviated as the throttle (engine control knob).
3. Mixture control lever. Regulates the ratio between gasoline and air entering the engine, thereby reducing or increasing its power.
4. Trimming wheel. Sets the position of the elevator trimmer (the trimmer is a device that allows you to reduce the angle of deflection and, accordingly, the force on the aircraft helm.) Next to it (to the left) is an indicator showing the position of the elevator trimmer.
5. Lever for controlling the position of the flaps.
6. Valve for switching fuel supply from fuel tanks. It has four positions: shut off the fuel supply (OFF), turn on the supply from the left (L), both (BOTH) or right (R) fuel tank. In 2D mode is shown on the dashboard. If the 3D mode is on, the crane is located to the right of the pilot's seat.

Now consider the left side of the bottom panel. Here is the switch box:

The starter is on the left. The starter has an off position (OFF), left magneto (L), right magneto (R), both magnetos (BOTH) and a spring loaded ignition (IGN) position. More information about all ignition modes is written in the article describing starting the engine.

To the right of the starter is 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 switches that control the side lights: flashing beacon, landing light, taxiing light, navigation lights, wing flashing lights. Last in line are the pitot tube heating switch and the avionics switch. Avionics refers to the on-board electrical equipment used to pilot an aircraft, such as a navigation system, autopilots, a communications system, etc.

At the top in the center of the dashboard is a scoreboard on which warning labels light up:

Warning labels light up in cases of generator failure, battery failure, low fuel level, applied brakes, low oil pressure, out of range of oil temperature or pressure in the vacuum system.

On the visor of the dashboard is a magnetic compass:

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

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

©2007-2014, Virtual Airline X Airways

Image copyright Getty Images Image caption In September 1988, the German Matthias Rust stated in a Soviet court that his flight in a Cessna 172 was a call for peace. He was sentenced to four years in prison, but a year later he was amnestied and returned to Germany

30 years agoGerman youth Matthias Rust, deceiving Soviet air defense radars, landed in the center of Moscow on a Cessna 172.Butthis is not the only episode that glorified the aircraft, which is still produced in the United States, the correspondent says .

In 1956, the American aircraft manufacturer Cessna launched the Cessna 172 single-engine aircraft. More than 60 years have passed since then, and the production of this model is still ongoing.

Its cabin can accommodate up to four people, and its weight (without fuel and passengers) is just under 800 kg.

The Cessna 172 has a top speed of 226 km/h, and although it can be accelerated to 297 km/h, the manufacturer does not recommend doing so.

The flight range with full refueling under certain conditions can reach 1290 km (which corresponds to the distance between Berlin and Belfast, or between Moscow and Neftekamsk. - Note. translator).

If you look only at the numbers, you might think that we are talking about a car with high technical characteristics and a slightly more spacious interior than cars of this class. But we're talking about an airplane.

The production of the light-engined Cessna 172 (also known as the Skyhawk) began in 1956. At the moment, over 43 thousand copies have been built.

Worldwide, more pilots have learned to fly the Cessna 172 than any other type of aircraft Doug May, Textron Aviation

And although countless improvements have been made to the design of the aircraft over the past 60+ years, it still looks the same as the very first aircraft built in the 1950s.

The Cessna 172 remains the most common type of trainer aircraft in civilian flight schools around the world.

It was on it that many current pilots made their first independent flights, and for good reason - it is easy to manage and is able to withstand far from ideal landings of novice aviators.

"Forgives piloting mistakes"

"Worldwide, more pilots have learned to fly the Cessna 172 than any other type of aircraft," says Doug May, one of the vice presidents of Textron Aviation (Cessna's parent company).

"The Cessna 172 is forgiving of piloting mistakes, making it the perfect trainer aircraft," May adds.

Image copyright iStock

Image copyright iStock

Although light aircraft do not undergo modifications as often as cars, not every model manages to last 60 years in almost pristine condition.

Cessna 172 production was interrupted for a relatively long period only in the late 1980s, when the introduction of more stringent aircraft design requirements in the United States led to the restriction of production of all types of light aircraft.

The design of the Cessna 172 is based on an earlier model, the Cessna 150. After the end of World War II, the Cessna 150 was in great demand due to the increased interest in light aircraft - many companies that produced tens of thousands of military aircraft during the war years then switched to the civilian market .

The design of the Cessna 150 turned out to be very successful: its production lasted 19 years, and in total almost 24 thousand copies were produced.

However, there was barely enough space in the cockpit for two people - the pilot and the only passenger. The manufacturer saw a market opportunity for a larger aircraft that could carry twice as many people.

The design of the Cessna 172 was made more durable: instead of fabric sheathing stretched over the power set, duralumin was used.

The resulting aircraft was so easy to fly that Cessna's sales team used the term land-o-matic (capable of automatic landing) in an advertising campaign.

Image copyright iStock

"In my opinion, it was the strength of the aircraft that was the reason for its success," May says. "It is capable of withstanding up to 10 landings per hour, hour after hour."

According to him, many novice pilots make their first solo flight on the Cessna 172, and often get a license on it after completing the flight training course.

"The Cessna 172 is built with a lot of safety in mind," May continues. "The designers did a great job of analyzing the nature of the mission the aircraft would be performing and creating a design that was much more than the minimum required."

64 days in the air without landing

Thanks to its ease of operation and reliability, the Cessna 172 has gone down in history more than once.

On December 4, 1958, two pilots, Robert Timm and John Cook, took off in a Cessna 172 from McCarran Airfield in Las Vegas. Their goal was to break the world record for longest non-stop flight.

The task was not an easy one. The previous record, set in 1949, was a huge achievement when an aircraft of a similar class with a crew of two people spent 46 days in the air, participating in a campaign to raise funds for the fight against cancer.

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To set a new record, Timm and Cook needed to spend almost seven weeks in the air without ever landing.

As one of the authors of the Jalopnik website writes, it took a year to prepare the aircraft for a record flight. Modifications included a small sink that the crew could use to brush their teeth and wash their faces.

To place a sleeping mattress in the cabin, the rear passenger seats had to be dismantled.

While one of the pilots flew the plane, the other slept. And in order to wash, a small removable platform was provided, which was placed between the open cockpit and the wing brace - a crew member free from piloting washed right overboard.

A more serious difficulty was refueling the aircraft and transferring water and food on board.

A crew member free from piloting was washing right overboard

The pilot had to fly the plane very low to the ground and maintain the speed in such a way that it matched the speed of a supply car traveling along the road. The second crew member lowered the basket for food and water to the car, and then lifted it, full, back into the cab.

Twice a day there was a meeting with the tanker. The fuel hose was connected to an additional tank installed under the fuselage, from which fuel was pumped into standard tanks inside the wings (after which the additional tank was refilled).

It was not easy for two tanker drivers either - while one was taxiing, the other maintained speed, watching the plane through the window and keeping his foot on the gas pedal (the flight took place over the desert areas of Nevada, outside urban areas).

A week passed, then another, then a month, and then a month and a half. Seven weeks later, when the pilots broke the previous record, they decided to make the task as difficult as possible for someone who would undertake to beat their own.

They were in the air for more than two weeks, and when they finally landed on February 4, 1959, it turned out that the flight lasted 64 days 22 hours 19 minutes and 5 seconds - no one has managed to improve this record so far.

The plane, which the pilots named the Hacienda, now flaunts under the ceiling of the terminal of McCarran International Airport.

Landing at St. Basil's Cathedral

The Cessna 172 also made headlines in 1987, when a West German youth, Matthias Rust, flew this type of aircraft to the USSR and landed in the heart of Moscow. According to the 18-year-old amateur pilot, his flight was a call for peace.

Rust managed to overcome the most powerful air defense system in the world, with its thousands of interceptors and rocket launchers, and land near Red Square, on Vasilyevsky Spusk. (Ironically, this happened on May 28, on the Day of the Border Troops of the USSR - Note. translator.)

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Rust's Cessna 172, which flew at low altitude so as not to be spotted by Soviet air defense radars, was at first mistaken for a Soviet training aircraft.

And when the jet interceptor pilots made sure that they were dealing with a Western-style aircraft, they could not equalize the speed of their machines with the speed of a slow-moving piston. (They did not receive an order to destroy an unknown aircraft - Note. translator.)

Rust continued flying and made a historic landing at St. Basil's Cathedral in front of amazed passers-by and tourists.

The French-built aircraft was later sold to Japan but then returned to Germany and is now on display at the Deutsches Technique Museum in Berlin.

Proven motor

The Cessna 172 is still built at Textron Aviation's American facility in Wichita, Kansas, so if you want to own one, you don't have to buy a used one.

Residents of the UK or other European countries have two delivery options: partially dismantle the aircraft in the US and send it home by sea, or order a ferry flight across the Atlantic.

In the second case, you will need the services of a professional pilot - such as Sam Rutherford.

Rutherford works for Prepare2go, which, among other things, ferries aircraft from factory airfields for customers. He flies regularly across the Atlantic, including a Cessna 172.

According to Rutherford, the services of a pilot to perform a ferry flight will cost about the same as sending the aircraft by sea: “But in the second case, you will first have to remove the wing and then put it in place - and this is much more difficult, because such an operation will have to be coordinated with aviation specialist.

He continues: "I've probably flown equipment across the Atlantic 12 times already, including a helicopter and an ultralight aircraft. Compared to them, flying a Cessna 172 is as comfortable as flying a passenger on a commercial airliner!"

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Even with a full tank of fuel, the Cessna 172 will not be able to fly across the Atlantic without an intermediate stop - the distance from Newfoundland on the east coast of Canada to the west of Ireland is at least 3,100 km.

So pilots take a detour, flying over the deserted Canadian north, crossing the Baffin Sea, reaching Greenland, from there heading for Iceland, and then on to the British Isles.

Flying such a flight in a single-engine aircraft is not a job for the faint of heart. "Greenland is stunningly beautiful, but I wouldn't want to make an emergency landing there," explains Rutherford.

Pilot services to fly a Cessna 172 across the Atlantic will cost about the same as sending a plane by sea

Luckily, the Lycoming 360 engine is one of the most reliable in the aviation world. "The engine model on this aircraft has not changed for 60 years," says Rutherford. "There is hardly a more tried and tested engine."

A used Cessna 172 - several decades old, with a far from new paint job, but absolutely safe to operate - can be purchased for as little as £25,000 or less.

"If you can afford a BMW or a Mercedes, then the Cessna 172 will definitely fit your budget," says Rutherford.

If you prefer a plane that has just rolled off the assembly line, no problem. According to Doug May, "We have no intention of discontinuing production of this model."