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A study set for the Cessna 172S Skyhawk NAV III based off of the aircraft's Information Manual. This is intended to significantly increase a pilot's understanding and knowledge of the systems and general information regarding the aircraft.

Maximum Speed - Sea Level


Cruise Speed, 75% Power at 8500 Feet


Service Ceiling

14,000 FEET

Maximum Ramp Weight


Maximum Takeoff and Landing Weight


Maximum Fuel Capacity


Maximum Useable Fuel


Oil System Capacity


Oil Sump Capacity


Engine Make and Model

Textron Lycoming IO-360-L2A

Maximum Engine Horsepower


Propeller Type


Aircraft Wing Span


Aircraft Length


Aircraft Height


Wheel Base Width


Propeller Ground Clearance

11.25 INCHES

Minimum Ground Turning Radius


Engine Type

Normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, four cylinder engine with 360 cu. in. displacement.

Approved Fuel Grades and Colors

100LL Grade (Blue) and 100 Grade (Green)

Approved Fuel Additives

Isopropyl Alcohol and Diethylene Glycol Monomethyl Ether (DiEGME). May not exceed 1% for isopropyl alcohol or 0.10% to 0.15% for DiEGME.

Maximum Weights for Utility Category

Ramp: 2208 POUNDS. Takeoff and Landing: 2200 POUNDS.

Maximum Certificated Baggage Weights

Baggage Area 1: 120 POUNDS. Baggage Area 2: 50 POUNDS. Maximum Combined Weight Capacity: 120 POUNDS.

V-Speed: VNE

Never Exceed Speed: 163 KIAS. Red Line.

V-Speed: VNO

Maximum Structural Cruising Speed: 129KIAS. Top of Green Arc.

V-Speed: VA (Normal Category)

Maneuvering Speed: 2550 POUNDS - 105 KNOTS. 2200 POUNDS - 98 KNOTS. 1900 POUNDS - 90 KNOTS.

V-Speed: VFE

Maximum Flap Extended Speed: Flaps 10º - 110 KNOTS. Flaps 10º to FULL - 85 KNOTS.

V-Speed: Maximum Window Open Speed


V-Speed: VR (No Flap)

Rotation Speed - 55 KNOTS.

V-Speed: VR (10º Flaps)

Rotation Speed - 50 KNOTS.

V-Speed: VA (Utility Category)

Maneuvering Speed: 2200 POUNDS - 98 KNOTS.

V-Speed: VX

Best Angle of Climb: 62 KNOTS.

V-Speed: VY

Best Rate of Climb: 74 KNOTS.

V-Speed: Obstacle Clearance


V-Speed: VSO

Stall Speed - Landing Configuration: 40 KNOTS.

V-Speed: VS1

Stall Speed - Cruise Configuration: 48 KNOTS.

V-Speed: VG

Best Glide Airspeed (Maximum Gross Weight) - 68 KNOTS.

Airspeed Indicator Marking: Red Arc*

G1000 Only: 20 KNOTS - 40 KNOTS.

Airspeed Indicator Marking: White Arc

Full Flap Operating Range: 40 KNOTS - 85 KNOTS.

Airspeed Indicator Marking: Green Arc

Normal Operating Range: 48 KNOTS to 129 KNOTS. 48 KNOTS represents VS1 at most forward C.G.

Airspeed Indicator Marking: Yellow Arc

Caution Range: 129 KNOTS to 163 KNOTS.

Airspeed Indicator Marking: Red Line

Never Exceed Speed: 163 KNOTS.

Maximum Engine Speed

2700 RPM.

Static RPM Range

Full throttle - 2300 to 2400 RPM.

Maximum Oil Temperature

245ºF (118ºC)

Maximum Oil Pressure

115 PSI

Minimum Oil Pressure

20 PSI

Tachometer Green Arc - Sea Level

2100 RPM to 2500 RPM

Tachometer Green Arc - 5,000 FEET

2100 RPM to 2600 RPM

Tachometer Green Arc - 10,000 FEET

2100 RPM to 2700 RPM

Cylinder Head Temperature Green Arc

200ºF to 500ºF

Oil Temperature Green Arc

100ºF to 245ºF

Oil Pressure Red Arc

0 PSI to 20 PSI

Oil Pressure Green Arc

50 PSI to 90 PSI. Maximum Operating Limit is 115 PSI.

Fuel Quantity Red Line

0 GALLONS Useable

Fuel Quantity Yellow Arc

0 to 5 GALLONS Useable

Fuel Quantity Green Arc

5 to 24 GALLONS Useable

Fuel Flow Green Arc

0 GPH to 12 GPH

Vacuum Indicator Green Arc

4.5" Hg to 5.5" Hg

Flight Load Factor Limits - Normal Category

At Maximum Takeoff Weight (2550 POUNDS). Flaps Up: +3.8g, -1.52g. Flaps Down: +3.0g.

Flight Load Factor Limits - Utility Category

At Maximum Takeoff Weight (2200 POUNDS). Flaps Up: +4.4g, -1.76g. Flaps Down: +3.0g.

Maximum Cylinder EGT Difference

100ºF. A temperature difference greater than 100ºF indicates that fuel injection system maintenance is necessary.

Recommended Lean EGT

50º Rich of Peak EGT

Type of Flaps

Single-slot type wing flaps.

Ignition System

The ignition system is composed of two engine-drive magnetos, and two spark plugs in each cylinder.

Air Induction System

Ram air is received through the air intake on the lower front portion of the engine cowling. Air passes through an air filter into an air box. The air box features a spring-loaded alternate air door. After the air box, air is ducted to the engine cylinders through intake manifold tubes.

Cabin Heat

Exhaust gas from each cylinder passes through riser assemblies to a muffler and tailpipe. Outside air is pulled in around shrouds which are constructed around the outside of the muffler to form heating chambers which supply heated air to the cabin.

Low Fuel Indications

The fuel quantity indicators detect low fuel conditions and incorrect sensor outputs. When fuel quantity is less than 5 gallons (and remains at this level for more than 60 seconds), the appropriate LOW FUEL annunciator will illuminate and a tone will sound.The annunciators will turn to red when the fuel quantity reaches the calibrated usable fuel empty level.

Maximum Fuel Indication

Each fuel tank sensor is capable of depicting a maximum of 24 gallons of the 26.5 usable gallons of fuel in each tank.

Purpose of Auxiliary Fuel Pump

The auxiliary fuel pump is used primarily for priming the engine before starting. It may also be used for vapor suppression in hot weather. Normally, momentary use will be sufficient for vapor suppression.

"Tabs" Fuel Level

When fueled to "tabs", each wing will hold 17.5 gallons of fuel, providing a total of 35 gallons of fuel.

Fuel System Components and Layout

Wings tanks -> Fuel selector valve -> Fuel reservoir tank -> Auxiliary fuel pump -> Fuel shutoff valve -> Fuel strainer -> Engine-driven fuel pump -> Fuel/Air control unit -> Fuel distribution unit.

Fuel Venting Methods

Fuel venting is accomplished by three methods. 1) An interconnecting line between the fuel tanks, 2) an overboard fuel vent line in the left wing, and 3) vented fuel filler caps.

Fuel Return System

The fuel return system helps provide smooth engine operation on the ground during hot weather. Provides higher fuel flow rates, lower fuel temperatures, and minimizes the amount of fuel vapor generated in the fuel lines.

Brake System

The airplane has a single-disc, hydraulically actuated brake on each main landing gear wheel. Each break is connected, by a hydraulic line, to a master cylinder attached to each of the pilot's rudder pedals. Right seat pedals are connected to the left seat pedals.

Symptoms of Impending Brake Failure

1) Gradual decrease in braking action after application, 2) noisy or dragging brakes, 3) soft or spongy pedals, 4) excessive travel and weak braking action.

Electrical System

The airplane is equipped with a 28-volt direct current (DC) system, consisting of a belt-driven 60-ampere alternator and a 24-volt main storage battery, and a 24-volt Ni-CAD standby battery.

Standby Battery

The standby battery is a 24-volt Ni-CAD battery. The battery provides an electrical current to the essential bus. When the main battery is turned on, the standby battery will stop providing a charge to the essential bus.

G1000 Component: GIA 63 Integrated Avionics Unit

Two GIA 63 units are installed in the tailcone These units are the main communications hub linking all of the other components to the GDU 1040 displays. Each unit contains a GPS receiver, a VHF navigation receiver, VHF communication transceiver, and the main system microprocessors.

G1000 Component: GRS 77 Attitude Heading Reference System (AHRS)

The GRS 77 AHRS provides airplane attitude and flight characteristics information to the GIA 63 units. It is located in the tailcone. The unit contains accelerometers, tilt sensors, and rate sensors that replace spinning gyros.

G1000 Component: GMU 44 Magnetometer

The GMU 44 Magnetometer is located in the left wing. It interfaces with the AHRS to provide heading information.

G1000 Component: GDC 74A Air Data Computer

The GDC 74A compiles information from the aircraft's pitot/static system. The unit is mounted behind the instrument panel, behind the MFD. The ADC calculates pressure altitude, airspeed, true airspeed, vertical speed, and outside air temperature.

KAP 140 Autopilot Modes: ROL

ROL Mode: Roll - keeps the wings level.

KAP 140 Autopilot Modes: VS

VS Mode: Vertical Speed - holds the climb or descent rate at the moment the autopilot is engaged or a manually-set climb or descent rate. Controlled by the UP and DN buttons.

KAP 140 Autopilot Modes: ALT

ALT Mode: Altitude Hold - holds a set altitude using combined engine power, pitch and pitch trim control.

KAP 140 Autopilot Modes: HDG

HDG Mode: Heading Hold - holds the magnetic heading set using the HDG bug on the PFD.

KAP 140 Autopilot Modes: NAV

NAV Mode: Navigation hold mode - Locks on a course set using the CRS knob when a valid VHF navigation source or GPS course (or OBS course) is set on the CDI.

KAP 140 Autopilot Modes: APR

APR Mode: Approach Mode - locks on-course with greater sensitivity than NAV mode. APR mode is used to lock on the final approach course to start the final approach segment of an instrument approach. This mode should be armed (ARM) while in HDG or NAV mode. Will function on VOR, LOC, GPS, RNAV/GPS and ILS approaches. APR Mode will automatically lock onto the glideslope (GS) using vertical speed more during ILS approaches.

KAP 140 Operating Limitations - Max Speed

140 KIAS

KAP 140 Operating Limitations - Minimum Speed


KAP 140 Operating Limitations - Minimum Approach Speed


KAP 140 Operating Limitations - Maximum Flap Extension

10º Extended

KAP 140 Operating Limitations - Altitudes

Must be disengaged below 200' AGL during approaches and 800' AGL during all other phases of flight.

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