Cessna 172S Info

Question 1

Does this aircraft have an alternate static source?

Answer 1

Yes, it is inside the cabin.

Question 2

Airspeed Indicator Markings

Answer 2

White arc (40-85 knots)
Green arc (48-129 knots)
Yellow arc (129-163 knots)
Redline/VNE (163 knots)

Question 3

Type of engine

Answer 3

Lycoming IO-360-L2A
- 180hp @ 2700 RPM
- normally aspirated
- direct drive
- air cooled
- horizontally opposed
- fuel injected
- 4 cylinder
- 360 cubic inches of displacement

Question 4

Type of propeller

Answer 4

McCauley
2 blade
76 inch
fixed pitch

Question 5

Fuel (capacity, type, flow)

Answer 5

100LL or 100 approved
56 gallon capacity (28 per)
53 usable (26.5 per)
3 unusable (1.5 per)
normal flow: 0 - 12 GPH

Question 6

Oil (capacity, types, temps, pressures)

Answer 6

capacity
- 5 minimum, 8 usable, 9 total (1 sump)
Types
- mineral or ashless dispersant
normal temp range
- 100 - 245 (max) (degrees F)
normal pressure range
- 50-90 psi (115 max)

Question 6

V Speeds

Answer 6

VNE - never exceed - 163
VNO - max structural cruising - 129
VA - maneuvering - 90-105
VFE - flaps - 110 (10), 85 (20-30)
VX - angle of climb - 62
VY - rate of climb - 74
VR - rotate - 55
VG - best glide - 68
VS0 - min. stall/steady flight - 40
VS1 - stall in specified config - 48
Cruise Climb - 75 to 80
Max demonstrated crosswind: 15 knots

Question 7

Weight (max ramp, takoff, landing, empty)

Answer 7

Max ramp: 2558
Max take off: 2550
Max land: 2550
Empty: 1663

Question 8

Electrical System Info

Answer 8

28 volt direct current, powered by a belt driven 60-amp alternator and a 24 volt battery. There are five bus bars, two primary buses, an essential bus, and two avionics buses.

The essential bus bar is wired between two primaries to provide power for the master switch, annunciator circuits, and interior lighting. Each primary bus bar is also connected to an avionics bus bar via a single avionics master switch.

Question 9

Ignition System Info

Answer 9

two engine driven magnetos and 8 total spark plugs (2 per cyl)

independent from aircraft electrical system.

How: Magnetos = self contained electrical supply units, battery provides power to the starter which rotates engine crankshaft which actives magnetos which produces sparks for spark plugs and then engine starts, starter turns off and battery does not operate any part of engine system unless alternator dies

Question 10

Fuel System Info

Answer 10

Gravity fed

2 vented wing tanks
3 position selector valve
electrical aux fuel pump
engine driven fuel pump
fuel shutoff valve
fuel strainer
fuel-air control unit
fuel distribution valve
fuel injector nozzles
fuel strainer

Question 11

Load Factor Limits for normal and utility category

Answer 11

Normal Category: 3.8g’s max flaps up, 3g flaps down

Utility Category: 4.4g’s max flaps up, 3 down

Question 12

Glide Ratio (engine loss)

Answer 12

9:1 or about 1,000ft lost for every 1.5 NM traveled at 68 knots Vg also known as L/Dmax

The maximum L/D ratio (L/Dmax) of a Cessna 172 is about 9, so its glide ratio is about 9:1 - for every 9 units traveled forward it will lose 1 unit of altitude. So, it will glide about 9,000 feet for every 1,000 feet of altitude available. This is a fairly typical value for small planes.

Question 13

What is the alternator control unit?

Answer 13

The alternator control unit is a voltage regulator that controls the rate of charge to the battery by stabilizing the alternator electrical output, and also provides over-voltage protection and under-voltage detection to the electrical system.

Question 14

What is a magnetometer and what function does it serve?

Answer 14

A magnetometer is a slaving transmitter that automatically senses the Earth’s lines of magnetic flux to determine aircraft heading and sends this information to a mechanical HSI or electronic flight display.

Question 15

What is an HSI and how does it work?

Answer 15

The horizontal situation indicator (HSI) is a direction indicator that uses the output from a flux valve to drive the dial, which acts as the compass card. This instrument combines the magnetic compass with navigation signals and a glideslope. The course deviation bar operates with a VOR/Localizer (VOR/LOC) navigation receiver or GPS

Question 16

How does the turn coordinator work?

Answer 16

A turn coordinator operates on precession. Its gimbals frame is angled upward about 30° from the longitudinal axis of the aircraft. This allows it to sense both roll and yaw. During a turn, the indicator first shows the rate of banking and once stabilized, the turn rate. Some turn coordinator gyros are dual-powered and can be driven by either air or electricity.

The inclinometer is a coordination ball contained in a tube filled with a liquid and shows the relationship between the bank angle and the rate of yaw. The turn is coordinated when the ball is in the center, between the marks. The aircraft is skidding when the ball rolls toward the outside of the turn and is slipping when it moves toward the inside of the turn.

Question 17

What anti or de-icing do we have?

Answer 17

pitot heat is anti ice

carb heat is a bit of both but best used as a preventative measure

Question 18

While en route, an observation is made of low oil pressure? What might be the cause & how should it be remedied?

Answer 18

If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gauge or relief valve is malfunctioning. A landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot.

Question 19

How does the attitude indicator work?

Answer 19

The attitude indicator’s operating mechanism is a small brass wheel with a vertical spin axis, spun at a high speed by either a stream of air impinging on buckets cut into its periphery, or by an electric motor. The gyro is mounted in a double gimbal, which allows the aircraft to pitch and roll about the gyro as it remains fixed in space. A horizon disk is attached to the gimbals so it remains in the same plane as the gyro, and the aircraft pitches and rolls about it.