POH C 172N&P FAA 2 0 Cessna_172_C172NP_F172NP POH_Supplement Thielert_Engine Cessna 172 C172NP F172NP Supplement Thielert Engine

User Manual: Cessna_172_C172NP_F172NP-POH_Supplement-Thielert_Engine

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General remark

The content of this POH supplement is developed on basis of the

LBA-approved POH. The content of the LBA- approved POH is

equivalent to the original, FAA-approved POH.

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TABLE OF CONTENTS

COVER SHEET

LOG OF REVISIONS........................................................ page iii

GENERAL REMARK ........................................................ page iv

TABLE OF CONTENTS ...................................................page v

CONVERSION TABLES................................................... page vi

ABBREVIATIONS..............................................................page x

SECTION 1 GENERAL.................... pages 1-1 to 1-10

SECTION 2 LIMITATIONS ................ pages 2-1 to 2-6

SECTION 3 EMERGENCY

PROCEDURES .......... pages 3-1 to 3-16

SECTION 4 NORMAL

PROCEDURES .......... pages 4-1 to 4-18

SECTION 5 PERFORMANCE......... pages 5-1 to 5-18

SECTION 6 GROUND HANDLING &

MAINTENANCE............. pages 6-1 to 6-4

SECTION 7 WEIGHT & BALANCE ... pages 7-1 to 7-4

SECTION 8 SPECIAL EQUIPMENT,

EQUIPMENT LIST......... pages 8-1 to 8-2

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CONVERSION TABLES

VOLUME

Unit [Abbr] Conversion factor Conversion factor

SI to US / Imperial US / Imperial to SI

Liter [l] [l] / 3.7854 = [US gal]

[l] / 0.9464 = [US qt]

[l] / 4.5459 = [Imp gal]

[l] x 61.024 = [in3]

US gallon [US gal] [US gal] x 3.7854 = [l]

US quart [US qt] [US qt] x 0.9464 = [l]

Imperial gallon [Imp gal] [Imp gal] x 4.5459 = [l]

Cubic inch [in3] [in3] / 61.024 = [l]

TORQUE

Unit [Abbr] Conversion factor Conversion factor

SI to US / Imperial US / Imperial to SI

Kilopondmeter [kpm] [kpm] x 7.2331 = [ft.lb]

[kpm] x 86.7962 = [in.lb]

Foot pound [ft.lb] [ft.lb] / 7.2331 = [kpm]

Inch pound [in.lb] [in.lb] / 86.7962 = [kpm]

TEMPERATURE

Unit [Abbr.] Conversion factor Conversion factor

SI to US / Imperial US / Imperial to SI

Degree Celsius [°C] [°C] x 1.8 + 32 = [°F]

Degree Fahrenheit [°F] ([°F] - 32) / 1.8 = [°C]

SPEED

Unit [Abbr.]] Conversion factor Conversion factor

SI to US / Imperial US / Imperial to SI

Kilometers per hour [km/h] [km/h] / 1.852 = [kts]

[km/h] / 1.609 = [mph]

Meters per second [m/s] [m/s] / 196.85 = [fpm]

Miles per hour [mph] [mph] x 1.609 = [km/h]

Knots [kts] [kts] x 1.852 = [km/h]

Feet per minute [fpm] [fpm] / 196.85 = [m/s]

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PRESSURE

Unit [Abbr.] Conversion factor Conversion factor

SI to US / Imperial US / Imperial to SI

Bar [bar] [bar] x 14.5038 = [psi]

Hectopascal [hpa]=Millibar

[mbar]

[hpa] / 33.864 = [inhg]

[mbar] / 33.864 = [inhg]

Pounds per square inch [psi] [psi] / 14.5038 = [bar]

Inches of mercury column

[inHg]

[inHg] x 33.864 = [hPa]

[inHg] x 33.864 =

[mbar]

MASS

Unit [Abbr.] Conversion factor Conversion factor

SI to US / Imperial US / Imperial to SI

Kilogram [kg] [kg] / 0.45359 = [lb]

Pound [lb] [lb] x 0.45359 = [kg]

LENGTH

Unit [Abbr.] Conversion factor Conversion factor

SI to US / Imperial US / Imperial to SI

Meter [m] [m] / 0.3048 = [ft]

Millimeter [mm] [mm] / 25.4 = [in]

Kilometer [km] [km] / 1.852 = [nm]

[km] / 1.609 = [sm]

Inch [in] [in] x 25.4 = [mm]

Foot [ft] [ft] x 0.3048 = [m]

Nautical mile [nm] [nm] x 1.852 = [km]

Statute mile [sm] [sm] x 1.609 = [km]

FORCE

Unit [Abbr.] Conversion factor Conversion factor

SI to US / Imperial US / Imperial to SI

Newton [N] [N] / 4.448 = [lb]

Decanewton [daN] [daN] / 0.4448 = [lb]

Pound [lb] [lb] x 4.448 = [N]

[lb] x 0.4448 = [daN]

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Abbreviations

TAE Thielert Aircraft Engines GmbH, developing and

manufacturing company of TAE 125

FADEC Full Authority Digital Engine Control

CED 125 Compact Engine Display of TAE 125

Multifunctional instrument for indication of engine data

of TAE 125

AED 125 Auxiliary Engine Display

Multifunctional instrument for indication of engine and

airplane data

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Section 1

GENERAL

CONVENTIONS IN THIS HANDBOOK

This manual contains following conventions and warnings. They

should be strictly followed to rule out personal injury, property

damage, impairment to the aircraft's operating safety or damage to it

as a result of improper functioning.

▲ WARNING: Non-compliance with these safety rules could

lead to injury or even death.

■ CAUTION: Non-compliance with these special notes and

safety measures could cause damage to the

engine or to the other components.

 Note: Information added for a better understanding of

an instruction.

UPDATE AND REVISION OF THE MANUAL

▲ WARNING: A safe operation is only assured with an up to

date POH supplement. Information about actual

POH supplement issues and revisions are

published in the TAE Service Bulletin

TM TAE 000-0004.

 Note: The TAE-No of this POH supplement is published

on the cover sheet of this supplement.

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ENGINE

Engine manufacturer: Thielert Aircraft Engines GmbH

Engine model: TAE 125-01 or TAE 125-02

The TAE 125-02 is the successor of the TAE 125-01. Both engine

variants have the same power output and the same propeller speeds

but different displacement. While the TAE 125-01 has 1689 ccm, the

TAE-125-02 has 1991 ccm. Both TAE 125 engine variants are liquid-

cooled in-line four-stroke 4-cylinder motor with DOHC (double

overhead camshaft) and are direct Diesel injection engines with

common-rail technology and turbocharging. Both engine variants are

controlled by a FADEC system. The propeller is driven by a built-in

gearbox (i = 1.69) with mechanical vibration damping and overload

release. The engine variants have an electrical self starter and an

alternator.

■ CAUTION: The engine requires an electrical power source

for operation. If the battery and alternator fail

simultaneously, this leads to engine stop.

Therefore, it is important to pay attention to

indications of alternator failure.

Due to this specific characteristic, all of the information from the

Pilot’s Operating Handbook and FAA approved AFM are no longer

valid with reference to:

• carburetor and carburetor pre-heating

• ignition magnetos and spark plugs, and

• mixture control and priming system

PROPELLER

Manufacturer: MT Propeller Entwicklung GmbH

Model: MTV-6-A–187/129

Number of blades: 3

Diameter: 1.87 m

Type: Constant Speed

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FUELS

■ CAUTION: If non-approved fuels are used, this may lead to

dangerous engine malfunctions.

Fuel:..............................Jet A and JET A-1 (ASTM 1655)

Engine oil: .....................Shell Helix Ultra 5W-30

Shell Helix Ultra 5W-40

AeroShell Oil Diesel 10W-40

Gearbox oil: ..................Shell EP 75W-90 API GL-4

Shell Spirax GSX 75W-80

Coolant: ........................Water/Radiator Protection at a ratio of 50:50

Radiator Protection:......BASF Glysantin Protect Plus/G48

 Note: The ice flocculation point of the coolant is –36°C.

■ CAUTION: Normally it is not necessary to fill the cooling

liquid or gearbox oil between maintenance

intervals. If the level is too low, please notify the

service department immediately.

▲ WARNING: The engine must not be started under any

circumstances if the level is too low.

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NOISE LEVEL

For the C 172 N with TAE 125-01 installation

The noise level has been established in accordance with:

a) FAR 36 Appendix G as 75.5 db(A)

b) ICAO Annex 16, Chpt. 10 as 75.5 db(A).

The noise level when the airplane is equipped with muffler option

“Akrapovic D4D-7807-10-00” has been established in accordance

with:

a) FAR 36 Appendix G as 70.6 db(A)

b) ICAO Annex 16, Chpt. 10 as 70.6 db(A).

For the Cessna 172 N with TAE 125-02 installation

The noise level when the airplane is equipped with muffler option

“Akrapovic D4D-7807-10-00” has been established in accordance

with:

a) FAR 36 Appendix G as 70.6 db(A)

b) ICAO Annex 16, Chpt. 10 as 70.6 db(A).

For the C 172 P with TAE 125-01 installation

The noise level has been established in accordance with:

a) FAR 36 Appendix G as 75.5 db(A)

b) ICAO Annex 16, Chpt. 10 as 75.5 db(A).

The noise level when the airplane is equipped with muffler option

“Akrapovic D4D-7807-10-00” has been established in accordance

with:

a) FAR 36 Appendix G as 70.6 db(A)

b) ICAO Annex 16, Chpt. 10 as 70.6 db(A).

For the Cessna 172 P with TAE 125-02 installation

The noise level when the airplane is equipped with muffler option

“Akrapovic D4D-7807-10-00” has been established in accordance

with:

a) FAR 36 Appendix G as 71.0 db(A)

b) ICAO Annex 16, Chpt. 10 as 71.0 db(A).

No determination has been made by the Federal Aviation

Administration that the noise levels of this aircraft are or should be

acceptable or unacceptable for operation at, into, or out of, any

airport.

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INSTRUMENT PANEL

The following information relate to Figure 1-2 „The instrument panel“

of the Pilot´s Operating Handbook and FAA approved AFM.

Components of the new installation can be seen as example in the

following Figure 1-2a.

Figure1-2a Example of Instrument panel with TAE 125 installation

13. “Alt. Air Door” Alternate Air Door (Carburetor Heat Button N/A)

19. “Starter”-Push Button for Starter

21. “BAT”-Switch for Battery

22. “MAIN”-Switch for Main Bus

23. Primer N/A

26. Fuel Quantity Gauges

(Oil Temperature and Oil Pressure Gauge N/A)

28. CED 125 (Tachometer N/A)

The Compact Engine Display contains indication of Propeller

Rotary Speed, Oil Pressure, Oil Temperature, Coolant

Temperature, Gearbox Temperature and Load.

51. AED 125 SR with indication of Fuel Temperature, Voltage and a

warning lamp “Water Level” (yellow) for low coolant level

54. “Force B”-Switch for manually switching the FADEC

59. “Fuel Pump”-Switch for the Electrical Fuel Pump

60. “ALT”-Circuit Breaker for Alternator

62. Fuse Electrical Fuel Pump

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63. Fuses, among other for Alternator Warning Lamp, Starter,

FADEC and Main Bus

72. “Engine Master”(“IGN” resp.)-Switch electrical supply FADEC

73. Lightpanel with:

“FADEC” Test Knob

“A FADEC B” Warning Lamps for FADEC A and B

“Alt” Alternator Warning Lamp (red)

“AED” Lamp (Yellow) for AED 125

“CED” Lamp (yellow) for CED 125

“CED/AED” – Test/Confirm Knob for CED 125, AED 125 and

Caution Lamps

“Fuel L”;”Fuel R” Lamps for low fuel level (yellow)

“Glow” Glow Control Lamp (yellow)

Figure 1-2c Lightpanel

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FUEL SYSTEM (Left, Right)

The fuel system of both TAE 125 installations includes the original

standard or long-range tanks of the Cessna 172. Additional sensors

for Fuel Temperature and “Low Level” Warning are installed.

The fuel flows out of the tanks to the Fuel Selector Valve with the

positions LEFT, RIGHT and OFF, through a reservoir tank to the fuel

shut-off valve and then via the electrically driven Fuel Pump to the

fuel filter. There is no BOTH position.

The electrically driven Fuel Pump supports the fuel flow to the Filter

Module if required. Upstream to the Fuel Filter Module a thermostat-

controlled Fuel Pre-heater is installed. Then, the engine-driven feed

pump and the high-pressure pump supply the rail, from where the

fuel is injected into the cylinders depending upon the position of the

thrust lever and regulation by the FADEC.

Surplus fuel flows to the Filter Module and then through the Fuel

Selector Valve back into the pre-selected tank. A temperature sensor

in the Filter Module controls the heat exchange between the fuel

feed and return.

Since the density of jetfuel (0.80kg/l) is higher than of AVGAS

(0.715kg/l), the usable fuel capacity was reduced by this factor

through the fuel filler neck, to stay within the approved wing load.

Fuel Capacity

Tanks Total Usable

Fuel

Total

Unusable Fuel

Total

Capacity

N & P

2 Standard-Tanks:

each 72.85 l

(19.25 US gal)

134.3 l

(35.5 US gal)

11.4 l

(3 US gal)

145.7 l

(38.5 US gal)

N & P

2 Long-Range-

Tanks:

each 91.2 l

(24.1 US gal)

167.3 l

(44.2 US gal)

15.1 l

(4 US gal)

182.4 l

(48.2 US gal)

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FUEL SYSTEM (Left, Right)

 CAUTION: In flight conditions with downward pointing wing,

switch the fuel selector to the upper fuel tank.

Fuel tank right

Engine

Fuelfiltermodule

Fuel tank left

Fuel selector &

shut-off valve

60°C

Fuel tank ventilation line

Fuel tank temperature indication

Fuel tank level indication

Low fuel warning

Electrical

Pump

Figure1-3a Scheme of the Fuel System (Left, Right)

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FUEL SYSTEM (Left, Right, Both)

The fuel system of both TAE 125 installations includes the original

standard or long-range tanks of the Cessna 172. Additional sensors

for Fuel Temperature and “Low Level” Warning are installed.

The fuel flows out of the tanks to the Fuel Selector Valve with the

positions LEFT, RIGHT or BOTH, through a reservoir tank to the fuel

shut-off valve and then via the electrically driven Fuel Pump to the

fuel filter. Fuel can be shut off by the separate shutoff valve.

The electrically driven Fuel Pump supports the fuel flow to the Filter

Module if required. Upstream to the Fuel Filter Module a thermostat-

controlled Fuel Pre-heater is installed. Then, the engine-driven feed

pump and the high-pressure pump supply the rail, from where the

fuel is injected into the cylinders depending upon the position of the

thrust lever and regulation by the FADEC.

Surplus fuel flows to the Filter Module and then through the Fuel

Selector Valve back into the pre-selected tank, if BOTH is selected

the fuel return to both tanks. A temperature sensor in the Filter

Module controls the heat exchange between the fuel feed and return.

Since the density of diesel and jet fuel (0.8 kg/l) is higher than of

AVGAS (0.715kg/l), the usable fuel capacity was reduced by this

factor through the fuel filler neck, to stay within the approved wing

load.

Fuel Capacity

Tanks Total Usable

Fuel

Total

Unusable Fuel

Total

Capacity

N & P

2 Standard-Tanks:

each 72.85 l

(19.25 US gal)

134.3 l

(35.5 US gal)

11.4 l

(3 US gal)

145.7 l

(38.5 US gal)

N & P

2 Long-Range-

Tanks:

each 91.2 l

(24.1 US gal)

167.3 l

(44.2 US gal)

15.1 l

(4 US gal)

182.4 l

(48.2 US gal)

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FUEL SYSTEM (Left, Right, Both)

■ CAUTION: In flight conditions with downward pointing wing,

switch the fuel selector to the upper fuel tank or to

the position BOTH.

■ CAUTION: In turbulent air it is strongly recommended to use the

BOTH position.

Fuel tank right

Engine

Fuelfiltermodule

Fuel tank left

Fuel selector

60°C

Fuel tank venting line

Fuel tank temperature indication

Fuel tank level indication

Low fuel warning

Electrical

Pump

Shut-off

valve

Reservoir

tank Reservoir tank

venting line

Check valve

Figure1-3b Scheme of the Fuel System (Left, Right, Both)

 Note: The handling of the fuel selector positions left, right

and both are described in the original POH.

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ELECTRICAL SYSTEM

The electrical system of both TAE125 installations differs from the

previous original installation and is equipped with the following

operating and display elements:

1. Switch “Main Bus”

The switch controls the Main Bus. The Main Bus is necessary to

be able to run FADEC and engine with Battery/Alternator without

disturbance in the event of onboard electrical system

malfunctions. Normally, Alternator, Main Bus and Battery have to

be switched on simultaneously.

2. Circuit Breaker “Alternator”

Controls the alternator.

3. Switch “Battery”

Controls the Battery.

4. Push Button “Starter”

Controls the magneto switch of the starter.

5. Ammeter

The Ammeter shows the charging or discharging current to/from

the battery.

6. Warning Lamp “Alternator”

Illuminates when the power output of the alternator is too low or

the Circuit Breaker “Alternator” is switched off. Normally, this

warning lamp always illuminates when the “Engine Master is

switched on without revolution and extinguishes immediately after

starting the engine.

7. Switch “Fuel Pump”

This switch controls the electrical fuel pump.

8. Switch “Engine Master“

Controls the two redundant FADEC components and the

Alternator Excitation Battery with two independent contacts. The

Alternator Excitation Battery is used to ensure that the alternator

continues to function properly even if the main battery fails.

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9. Switch “Force B”

10. If the FADEC does not automatically switch from A-FADEC to the

B-FADEC in case of an emergency despite of obvious necessity,

this switch allows to switch manually to the B-FADEC.

The basic wiring of the TAE 125 installation is available in 14V as

well as 28V versions.

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Figure1-4a Basic Wiring of the Electrical System with Circuit Breaker

Alternator

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FADEC-RESET (from Software 2.7 on and following)

In case of a FADEC-warning, one or both FADEC warning lamps are

flashing. If then the “FADEC” Test Knob is pressed for at least 2

seconds,

a) the active warning lamps will extinguish if it was a LOW

category warning.

b) the active warning lamps will be illuminated steady if it was a

HIGH category warning.

 CAUTION: If a FADEC-warning occurred, contact definitely

your service center.

COOLING

The TAE 125 variants are fitted with a fluid-cooling system whose

three-way thermostat regulates the flow of coolant between the large

and small cooling circuit.

The coolant exclusively flows through the small circuit up to a cooling

water temperature of 84°C and then between 84 and 94°C both

through the small and the large circuit.

If the cooling water temperature rises above 94°C, the complete

volume of coolant flows through the large circuit and therefore

through the radiator. This allows a maximum cooling water

temperature of 105°C.

There is a sensor in the expansion reservoir which sends a signal to

the warning lamp "Water level“ on the instrument panel if the coolant

level is low.

The cooling water temperature is measured in the housing of the

thermostat and passed on to the FADEC and CED 125.

The connection to the heat exchanger for cabin heating is always

open; the warm air supply is regulated by the pilot over the heating

valve. See Figure 1-5a.

In normal operation the control knob “Shut-off Cabin Heat” must be

OPEN, with the control knob “Cabin Heat” the supply of warm air into

the cabin can be controlled.

In case of certain emergencies (refer to section 3), the control knob

“Shut-off Cabin Heat” has to be closed according to the appropriate

procedures.

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Thermostat positions:

- external Circuit

- both circuits

- small circuit

-> Heating circuit always open

Heating radiator

Water pump

Motor

Expansion Tank

Cooling system TAE 125

schematic

Pressure valve

Heating control

Flow direction

Flußrichtung

Flow direction

IN OUT

OUT

Small

circuit

External

circuit

Heating

circuit

OUT

Coolant level warning

Temperature sensor

Figure1-5a Cooling system TAE 125

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Section 2

LIMITATIONS

WEIGHT LIMITS

Normal Category Cessna 172 N:

Maximum Ramp Weight:........................... 2302 lbs (1044 kg)

Maximum Takeoff Weight: ........................ 2300 lbs (1043 kg)

Maximum Landing Weight......................... 2300 lbs (1043 kg)

Utility Category Cessna 172 N:

Maximum Ramp Weight:............................ 2002 lbs (908 kg)

Maximum Takeoff Weight: ......................... 2000 lbs (907 kg)

Maximum Landing Weight........................... 2000 lbs (907 kg)

Normal Category Cessna 172 P:

Maximum Ramp Weight:........................... 2402 lbs (1090 kg)

Maximum Takeoff Weight: ....................... 2400 lbs (1089 kg)

Maximum Landing Weight......................... 2400 lbs (1089 kg)

Utility Category Cessna 172 P:

Maximum Ramp Weight:............................. 2102 lbs (954 kg)

Maximum Takeoff Weight: .......................... 2100 lbs (953 kg)

Maximum Landing Weight........................... 2100 lbs (953 kg)

MANEUVER LIMITS

Normal Category: No change

Utility Category: The following maneuvers are prohibited:

• intentionally initiating spins

• intentionally initiating negative-G flights

 Note: This change of the original aircraft is certified up to

an altitude of 17,500 ft.

ENGINE OPERATING LIMITS

Engine manufacturer: Thielert Aircraft Engines GmbH

Engine model: TAE 125-01 or TAE 125-02

Take-off and Max. continuous power: 99 kW (135 HP)

Take-off and Max. continuous RPM: 2300

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 Note: All revolution data of this POH supplement are

related to the propeller speed, unless otherwise

stated.

Engine operating limits for takeoff and continuous operation:

 Note: The operating limit temperature is a temperature

limit below which the engine may be started, but

not operated at the Take-off RPM. The warm-up

RPM to be selected can be found in Section 4 of

this supplement.

▲ WARNING: It is not allowed to start the engine outside of

these temperature limits.

Min. oil temperature (engine starting temperature): - 30 °C

Min. oil temperature (minimum operating limit temperature): 50 °C

Maximum oil temperature: 140 °C

Min. cooling water temp. (engine starting temperature): - 30 °C

Min. cooling water temp. (min. operating limit temperature): 60 °C

Max. cooling water temperature: 105 °C

Min. gearbox temperature -30 °C

Max. gearbox temperature: 120 °C

Min. fuel temperature limits in the fuel tank:

Fuel

Minimum

permissible fuel

temperature in the

fuel tank before

Take-off

Minimum

permissible fuel

temperature in the

fuel tank during the

flight

Jet A-1, JET-A -30°C -35°C

Tab. 2-3a Minimum fuel temperature limits in the fuel tank

▲ WARNING: The fuel temperature of the fuel tank not used

should be observed if it´s later use is intended.

Minimum oil pressure: 1.0 bar

Minimum oil pressure (at Take-off power) 2.3 bar

Minimum oil pressure (in flight) 2.3 bar

Maximum oil pressure 6.0 bar

Maximum oil pressure (cold start < 20 sec.): 6.5 bar

Maximum oil consumption: 0.1 quart/h (0.1 l/h)

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ENGINE INSTRUMENT MARKINGS

The engine data of the TAE 125 installation to be monitored are

integrated in the combined engine instrument CED-125.

The ranges of the individual engine monitoring parameters are

shown in the following table.

Instrument Red

range Yellow

range Green

range Yellow

range Red

range

Tachometer [RPM] ------- ------------- 0-2300 ------------ > 2300

Oil pressure [mbar] 0-

1200

1200-

2300

2300-

5200

5200-

6000 > 6000

Coolant temperature [°C] < -32 -32 ..+ 60 60-101 101-105 > 105

Oil temperature [°C] < -32 -32 ..+ 50 50-125 125-140 > 140

Gearbox temperature [°C] ------- ------------- < 115 115-120 > 120

Load [%] ------- ------------- 0-100 ------------ ---------

Tab. 2-3b Markings of the engine instruments

 Note: If an engine reading is in the yellow or red range,

the “Caution” lamp. is activated.

It only extinguishes when the “CED-Test/Confirm”

button is pressed. If this button is pressed longer

than a second, a selftest of the instrument is

initiated.

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Figure 2-1a AED 125 SR

Figure 2-1b CED 125

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PERMISSIBLE FUEL GRADES

 CAUTION: Using non-approved fuels and additives can lead

to dangerous engine malfunctions.

Fuel:..................................... Jet A and JET A-1 (ASTM 1655)

MAXIMUM FUEL QUANTITIES

Due to the higher specific density of Kerosene in comparison to

Aviation Gasoline (AVGAS) with the TAE 125 installation the

permissible tank capacity has been reduced.

Fuel Capacity

Tanks Total Usable

Fuel

Total

Unusable Fuel

Total

Capacity

N & P

2 Standard-Tanks:

each 72.85 l

(19.25 US gal)

134.3 l

(35.5 US gal)

11.4 l

(3 US gal)

145.7 l

(38.5 US gal)

N & P

2 Long-Range-

Tanks:

each 91.2 l

(24.1 US gal)

167.3 l

(44.2 US gal)

15.1 l

(4 US gal)

182.4 l

(48.2 US gal)

 CAUTION: To prevent air from penetrating into the fuel

system avoid flying the tanks dry. As soon as the

“Low Level” Warning Lamp illuminates, switch to

a tank with sufficient fuel or land.

■ CAUTION: With ¼ tank or less, prolonged uncoordinated

flight is prohibited when operating on either left or

right tank.

■ CAUTION: In turbulent air it is strongly recommended to use

the BOTH position.

 Note: The tanks are equipped with a Low Fuel Warning.

If the fuel level is below 2.6 US gal (10 l) usable

fuel, the “Fuel L” or “Fuel R” Warning Lamp

illuminates respectively.

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PLACARDS

Near the fuel tank caps:

With standard tanks:

“JET A/ JET A-1“

“CAP. 67.15 LITER (17.75 U.S. GAL.) USABLE TO BOTTOM OF

FILLER INDICATOR TAB”

With long-range tanks:

“JET A/ JET A-1“

“CAP. 83.65 LITER (22.1 U.S. GAL.) USABLE TO BOTTOM OF

FILLER INDICATOR TAB”

At the fuel sector valve:

With standard tanks:

Left and Right position: 67.15 Ltr / 17.75 gal

Both position: 134.3 Ltr/ 35.5 gal

With standard tanks:

Left and Right position: 67.15 Ltr / 22.1 gal

Both position: 167.3 Ltr/ 44.2 gal

On the oil funnel or at the flap of the engine cowling:

„Oil, see POH supplement“

Next to the Alternator Warning Lamp:

„Alternator“

If installed, at the flap of the engine cowling to the External Power

Receptacle:

„ATTENTION 12 V DC OBSERVE CORRECT POLARITY”

„ATTENTION 24 V DC OBSERVE CORRECT POLARITY”

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Section 3

EMERGENCY PROCEDURES

INDEX OF CHECKLISTS Page

GENERAL ...............................................................................................2

ENGINE MALFUNCTION........................................................................2

DURING TAKE-OFF (WITH SUFFICIENT RUNWAY AHEAD) ...........2

IMMEDIATELY AFTER TAKE-OFF .....................................................2

DURING FLIGHT .................................................................................3

RESTART AFTER ENGINE FAILURE.................................................3

FADEC MALFUNCTION IN FLIGHT....................................................4

FIRES ......................................................................................................6

ENGINE FIRE WHEN STARTING ENGINE ON GROUND .................6

ENGINE FIRE IN FLIGHT....................................................................7

ELECTRICAL FIRE IN FLIGHT............................................................7

ENGINE SHUT DOWN IN FLIGHT..........................................................8

EMERGENCY LANDING.........................................................................8

EMERGENCY LANDING WITH ENGINE OUT....................................8

FLIGHT IN ICING CONDITIONS.............................................................9

RECOVERY FROM SPIRAL DIVE........................................................10

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS.............11

ALTERNATOR WARNING LAMP ILLUMINATES DURING NORMAL

ENGINE OPERATION .......................................................................11

AMMETER SHOWS BATTERY DISCHARGE DURING NORMAL

ENGINE OPERATION FOR MORE THAN 5 MINUTES ....................12

ROUGH ENGINE OPERATION OR LOSS OF POWER.......................13

DECREASE IN POWER ....................................................................13

ICE FORMATION IN THE CARBURETOR........................................13

SOILED SPARK PLUGS....................................................................13

IGNITION MAGNET MALFUNCTIONS..............................................13

OIL PRESSURE TOO LOW...............................................................14

(< 2.3 bar IN CRUISE OR < 1.2 bar AT IDLE): ..................................14

OIL TEMPERATURE “OT” TOO HIGH (red range): ..........................14

COOLANT TEMPERATURE “CT” TOO HIGH (red range): ...............15

LAMP “Water Level” ILLUMINATES ..................................................15

GEARBOX TEMPERATURE “GT” TOO HIGH (red range): .............15

PROPELLER RPM TOO HIGH: .........................................................16

FLUCTUATIONS IN PROPELLER RPM:...........................................16

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GENERAL

▲ WARNING: Due to an engine shut-off or a FADEC diagnosed

failure there might be a loss propeller valve

currency which leads in a low pitch setting of the

propeller. This might result in overspeed.

Airspeeds below 100 KIAS are suitable to avoid

overspeed in failure case. If the propeller speed

control fails, climb flights can be performed at

65KIAS / 75 mph and a power setting of 100%.

ENGINE MALFUNCTION

DURING TAKE-OFF (WITH SUFFICIENT RUNWAY AHEAD)

- Take-off abort -

(1) Thrust Lever – IDLE

(2) Brakes – APPLY

(3) Wing flaps (if extended) – RETRACT to increase the braking

effect on the runway

(4) Engine Master – OFF

(5) Alternator Circuit Breaker , Switches “Main Bus” and

“Battery” – OFF

IMMEDIATELY AFTER TAKE-OFF

- Take-off abort -

If there is an engine malfunction after take-off, at first lower the nose

to keep the airspeed and attain gliding attitude. In most cases,

landing should be executed straight ahead with only small

corrections in direction to avoid obstacles.

▲ WARNING: Altitude and airspeed are seldom sufficient for a

return to the airfield with a 180° turn while gliding.

(1) Airspeed 65 KIAS (wing flaps retracted)

60 KIAS (wing flaps extended)

(2) Fuel Shut-off Valve – CLOSED

(3) Engine Master – OFF

(4) Wing flaps – as required (40° recommended)

(5) Alternator Circuit Breaker , Switches “Main Bus” and

“Battery” – OFF

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DURING FLIGHT

 Note: Flying a tank dry activates both FADEC lamps

flashing.

In case that one tank was flown dry, at the first signs of insufficient

fuel feed proceed as follows:

(1) Immediately switch the Fuel Selector to tank with sufficient

fuel quantity, if optional BOTH selector is installed, switch to

the position BOTH

(2) Electrical Fuel Pump – ON

(3) Check the engine (engine parameters, airspeed/altitude

change, whether the engine responds to changes in the

Thrust Lever position).

(4) If the engine acts normally, continue the flight to the next

airfield or landing strip.

▲ WARNING: The high-pressure pump must be checked before

the next flight.

RESTART AFTER ENGINE FAILURE

Whilst gliding to a suitable landing strip, try to determine the reason

for the engine malfunction. If time permits and a restart of the engine

is possible, proceed as follows:

(1) If possible, airspeed between 65 and 85 KIAS

(2) If possible, glide below 13000 ft

(3) Fuel Selector to tank with sufficient fuel quantity (LEFT or

RIGHT) , if optional BOTH selector is installed, switch to the

position BOTH

(4) Electrical Fuel Pump – ON

(5) Thrust Lever – IDLE

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(6) Engine Master OFF, then ON (if the propeller does not turn,

then additionally Starter ON

(7) Check the engine power: Thrust Lever 100%,

engine parameters, check altitude and airspeed

 Note: The propeller will normally continue to turn as

long as the airspeed is above 65 KIAS. Should

the propeller stop at an airspeed of more than 65

KIAS or more, the reason for this should be found

out before attempting a restart. If it is obvious that

the engine or propeller is blocked, do not use the

Starter.

 Note: If the Engine Master is in position OFF, the Load

Display shows 0% even if the propeller is turning.

FADEC MALFUNCTION IN FLIGHT

 Note: The FADEC consists of two components that are

independent of each other: FADEC A and

FADEC B. In case that the active FADEC

diagnoses malfunctions, it automatically switches

to the other.

a) One FADEC Lamp is flashing

(1) Press FADEC-Testknob at least 2 seconds (refer to Section 1

“FADEC-Reset”)

(2) FADEC Lamp extinguished (LOW warning category):

a) Continue flight normally,

b) Inform service center after landing.

(3) FADEC Lamp steady illuminated (HIGH warning category):

a) Observe the other FADEC lamp,

b) Fly to the next airfield or landing strip,

c) Select airspeed to avoid overspeed

d) Inform service center after landing.

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b) Both FADEC Lamps are flashing

 Note: The Load Display may not correspond to the

current value.

(1) Press FADEC-Testknob at least 2 seconds (refer to Section

1 “FADEC-Reset”)

(2) FADEC Lamps extinguished (LOW warning category):

a) Continue flight normally,

b) Inform service center after landing.

(3) FADEC Lamps steady illuminated (HIGH warning category):

a) Check the available engine power,

b) Expect engine failure.

c) Flight can be continued, however the pilot should

i. Select an appropriate airspeed to avoid

overspeed.

ii. Fly to the next airfield or landing strip.

iii. Be prepared for an emergency landing.

d) Inform service center after landing.

In case a tank was flown empty, proceed at the first signs of

insufficient fuel feed as follows:

(1) Immediately switch the Fuel Selector to tank with sufficient

fuel quantity, if the BOTH option is installed, select the fuel

selector position BOTH.

(2) Electrical Fuel Pump – ON

(3) Select an airspeed to avoid overspeed.

(4) Check the engine (engine parameters, airspeed/altitude

change, whether the engine responds to changes in the

Thrust Lever position).

(5) If the engine acts normally, continue the flight to the next

airfield or landing strip.

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c) Abnormal Engine Behavior

If the engine acts abnormally during flight and the system does not

automatically switch to the B-FADEC, it is possible switch to the B-

FADEC manually.

▲ WARNING: It is only possible to switch from the automatic

position to B-FADEC ( A-FADEC is active in

normal operation, B-FADEC is active in case of

malfunction). This only becomes necessary when

no automatic switching occurred in case of

abnormal engine behavior.

(1) Select an appropriate airspeed to avoid overspeed.

(2) “FADEC-Force” switch to B-FADEC

(3) Flight may be continued, but the pilot should

i. Select an appropriate airspeed to avoid overspeed.

ii. Fly to the next airfield or landing strip

iii. Be prepared for an emergency landing

FIRES

ENGINE FIRE WHEN STARTING ENGINE ON GROUND

(1) Engine Master – OFF

(2) Fuel Selector – OFF

(3) Electrical Fuel Pump – OFF

(4) Switch “Battery” – OFF

(5) Extinguish the flames with a fire extinguisher, wool blankets

or sand

(6) Examine the fire damages thoroughly and repair or replace

the damaged parts before the next flight

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ENGINE FIRE IN FLIGHT

(1) Engine Master – OFF

(2) Fuel Selector – OFF

(3) Select an appropriate airspeed to avoid overspeed

(4) Electrical Fuel Pump – OFF (if in use)

(5) Switch “Main Bus” – OFF

(6) Shut-off Cabin Heat – CLOSE

(7) Perform emergency landing (as described in the procedure

„Emergency Landing With Engine Out“)

ELECTRICAL FIRE IN FLIGHT

The first signs of an electrical fire is usually the odour of burning or

smouldering insulation. Proceed as follows:

(1) Switch Main Bus – OFF

(2) Avionics Power Switch – OFF

(3) Fresh air jets – open

(4) Shut-off Cabin Heat – OFF (push for OFF)

(5) Land as quickly as possible.

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ENGINE SHUT DOWN IN FLIGHT

If it is necessary to shut down the engine in flight (for instance,

abnormal engine behavior does not allow continued flight or there is

a fuel leak, etc.), proceed as follows:

(1) Select an appropriate airspeed to avoid overspeed

(2) Engine Master – OFF

(3) Fuel Selector – OFF

(4) Electrical Fuel Pump – OFF (if in use)

(5) If the propeller also has to be stopped (for instance, due to

excessive vibrations)

i. Reduce airspeed below 55 KIAS

ii. when the propeller is stopped, continue to glide at 65

KIAS

EMERGENCY LANDING

EMERGENCY LANDING WITH ENGINE OUT

If all attempts to restart the engine fail and an emergency landing is

immanent, select suitable site and proceed as follows:

(1) Airspeed

i. 65 KIAS (flaps retracted)

ii. 60 KIAS (flaps extended)

(2) Fuel Selector – OFF

(3) Engine Master – OFF

(4) Wing Flaps – as required (40° is recommended)

(5) Circuit Breaker “Alternator”, Switches “Main Bus” and

“Battery” – OFF

(6) Cabin Doors – unlock before touch-down

(7) Touch-down – slightly nose up attitude

(8) Brake firmly

 Note: Gliding Distance. Refer to Figure 3-1 „Maximum

Glide“ in the approved Pilot´s Operating

Handbook

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FLIGHT IN ICING CONDITIONS

▲ WARNING: It is prohibited to fly in known icing conditions.

In case of inadvertent icing encounter proceed as follows:

(1) Pitot Heat switch – ON (if installed)

(2) Turn back or change the altitude to obtain an outside air

temperature that is less conducive to icing.

(3) Pull the cabin heat control full out and open defroster outlets

to obtain maximum windshield defroster airflow. Adjust cabin

air control to get maximum defroster heat and airflow.

(4) Advance the Thrust Lever to increase the propeller speed

and keep ice accumulation on the propeller blades as low as

possible.

(5) Watch for signs of air filter icing and pull the “Alternate Air

Door” control if necessary. An unexplained loss in engine

power could be caused by ice blocking the air intake filter.

Opening the “Alternate Air Door” allows preheated air from

the engine compartment to be aspirated.

(6) Plan a landing at the nearest airfield. With an extremely

rapid ice build up, select a suitable “off airfield” landing side.

(7) With an ice accumulation of 0.5 cm or more on the wing

leading edges, a significantly higher stall speed should be

expected.

(8) Leave wing flaps retracted. With a severe ice build up on the

horizontal tail, the change in wing wake airflow direction

caused by wing flap extension could result in a loss of

elevator effectiveness.

(9) Open left window, if practical, scrape ice from a portion of

the windshield for visibility in the landing approach.

(10) Perform a landing approach using a forward slip, if

necessary, for improved visibility.

(11) Approach at 65 to 75 KIAS depending upon the amount of

the accumulation.

(12) Perform a landing in level attitude.

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RECOVERY FROM SPIRAL DIVE

If a spiral is encountered in the clouds, proceed as follows:

(1) Retard Thrust Lever to idle position

(2) Stop the turn by using coordinated aileron and rudder control

to align the symbolic airplane in the turn coordinator with the

horizontal reference line.

(3) Cautiously apply elevator back pressure to slowly reduce the

airspeed to 80 KIAS.

(4) Adjust the elevator trim control to maintain an 80 KIAS glide.

(5) Keep hands off the control wheel, using e rudder control to

hold a straight heading.

(6) Readjust the rudder trim (if installed) to relieve the rudder of

asymmetric forces.

(7) Clear the engine occasionally, but avoid using enough power

to disturb the trimmed glide.

(8) Upon breaking out of clouds, resume normal cruising flight

and continue the flight.

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ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

 Note: The TAE125 requires a voltage source for its

operation. If the alternator fails, the engine's

further running time is dependant upon the

battery and switched-on equipment. A remaining

engine operating time of about 120 minutes has

been shown for an old battery based upon the

following assumptions:

Time switched on Equipment

in [min] in [%]

NAV/COM 1 receiving ON 120 100

NAV/COM 1 transmitting ON 12 10

NAV/COM 2 receiving OFF 0 0

NAV/COM 2 transmitting OFF 0 0

GPS ON 60 50

Transponder ON 120 100

Fuel Pump OFF 0 0

AED-125 ON 120 100

Battery Ignition Relay ON 120 100

CED-125 ON 120 100

Landing Light ON 12 10

Flood Light ON 1,2 1,0

Pitot Heat ON 24 20

Wing Flaps ON 1,2 1

Interior Lighting OFF 0 0

Nav Lights OFF 0 0

Beacon OFF 0 0

Strobes OFF 0 0

ADF OFF 0 0

Intercom OFF 0 0

Turn Coordinator OFF 0 0

Engine Control ON 120 100

 Note: This table only gives a reference point. The pilot

should select equipment, which is not absolutely

necessary, depending upon the situation. If

deviated from this recommendation, the

remaining engine operating time may change.

ALTERNATOR WARNING LAMP ILLUMINATES DURING NORMAL

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ENGINE OPERATION

(1) Ammeter – CHECK

(2) Circuit Breaker “Alternator” CHECK – ON

■ CAUTION: If the FADEC was supplied by battery only until this

point, the RPM can momentarily drop, when the alternator

will be switched on. In any case: leave the alternator

switched ON !

(3) Nonessential Electrical Equipment (eg. Blower, Lights,

Heater, Autopilot) – OFF

(4) Flight may be continued, but the pilot should

i. Fly to the next airfield or landing strip

ii. Be prepared for an emergency landing

iii. Expect an engine failure

AMMETER SHOWS BATTERY DISCHARGE DURING NORMAL

ENGINE OPERATION FOR MORE THAN 5 MINUTES

(1) Circuit Breaker “Alternator” CHECK – ON

■ CAUTION: If the FADEC was supplied by battery only until this

point, the RPM can momentarily drop, when the alternator will be

switched on. In any case: leave the alternator switched ON !

(2) Nonessential Electrical Equipment – OFF

(3) Flight may be continued, but the pilot should

i. Fly to the next airfield or landing strip

ii. Be prepared for an emergency landing

iii. Expect an engine failure

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ROUGH ENGINE OPERATION OR LOSS OF POWER

DECREASE IN POWER

(1) Push Thrust Lever full forward (Take-off position)

(2) Fuel Selector to tank with sufficient fuel quantity and

temperature

(3) Electrical Fuel Pump – ON

(4) Reduce airspeed to 65-85 KIAS (max. 100 KIAS)

(5) Check engine parameters (FADEC lamps, oil pressure and

temperature, fuel quantity)

If normal engine power is not achieved, the pilot should:

i. Fly to the next airfield or landing strip

ii. Be prepared for an emergency landing

iii. Expect an engine failure

ICE FORMATION IN THE CARBURETOR

- N/A, since this is a Diesel engine -

SOILED SPARK PLUGS

- N/A, since this is a Diesel engine -

IGNITION MAGNET MALFUNCTIONS

- N/A, since this is a Diesel engine -

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OIL PRESSURE TOO LOW

(< 2.3 bar IN CRUISE OR < 1.2 bar AT IDLE):

(1) Reduce power as quickly as possible

(2) Check oil temperature: If the oil temperature is high or near

operating limits,

i. Fly to the next airfield or landing strip

ii. Be prepared for an emergency landing

iii. Expect an engine failure

 Note: During warm-weather operation or longer climbouts

at low airspeed engine temperatures could rise into

the yellow range and trigger the “Caution” lamp.

This warning allows the pilot to avoid overheating of

the engine as follows:

(1) Increase the climbing airspeed

(2) Reduce power, if the engine temperatures approache the

red area.

OIL TEMPERATURE “OT” TOO HIGH (red range):

(1) Increase airspeed and reduce power as quickly as possible

(2) Check oil pressure: if the oil pressure is lower than normal (<

2.3 bar in cruise or < 1.0 bar at idle),

i. Fly to the next airfield or landing strip

ii. Be prepared for an emergency landing

iii. Expect an engine failure

(3) If the oil pressure is in the normal range

i. Fly to the next airfield or landing strip

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COOLANT TEMPERATURE “CT” TOO HIGH (red range):

(1) Increase airspeed and reduce the power as quickly as

possible

(2) Cabin Heat – COLD

(3) If this reduces the coolant temperature to within the normal

operating range quickly, continue to fly normally and observe

coolant temperature. Cabin heat as required.

(4) As far as this does not cause the coolant temperature to

drop,

i. Fly to the next airfield or landing strip

ii. Be prepared for an emergency landing

iii. Expect an engine failure

LAMP “Water Level” ILLUMINATES

(1) Increase airspeed and reduce the power as quickly as

possible

(2) Coolant temperature “CT” check and observe

(3) Oil temperature “OT” check and observe

(4) As far as coolant temperature and/or oil temperature are

rising into yellow or red range,

i. Fly to the next airfield or landing strip

ii. Be prepared for an emergency landing

iii. Expect an engine failure

GEARBOX TEMPERATURE “GT” TOO HIGH (red range):

(antifriction bearing temperature of the propeller shaft is too high)

(1) Reduce power to 55% – 75% as quickly as possible

(2) Fly to the next airfield or landing strip

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PROPELLER RPM TOO HIGH:

with propeller RPM between 2,400 and 2,500 for more than 10

seconds or over 2,500:

(1) Reduce power

(2) Reduce airspeed below 100 KIAS

(3) At reduced propeller RPM and engine power fly to the next

airfield or landing strip

 Note: If the propeller speed control fails, climb flights can

be performed at 65KIAS / 75 mph and a power

setting of 100%. In case of overspeed the FADEC

will reduce the engine power at higher airspeeds to

avoid propeller speeds above 2500rpm.

FLUCTUATIONS IN PROPELLER RPM:

If the propeller RPM fluctuates by more than + / - 100 RPM with a

constant Thrust Lever position:

(1) Change the power setting and attempt to find a power setting

where the propeller RPM no longer fluctuates.

(2) If this does not work, set the maximum power at an airspeed

< 100 KIAS until the propeller speed stabilizes.

(3) If the problem is resolved, continue the flight

(4) If the problem continues, reduce power to 55% – 75% or

select a power level where the propeller RPM fluctuations

are minimum and fly to the next airfield or landing strip at an

airspeed below 110 KIAS.

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Section 4

Normal Procedures

PREFLIGHT INSPECTION

Figure 4-1a Preflight Inspection

 Note: Visually check airplane for general condition

during walk around inspection. In cold weather,

remove even small accumulations of frost, ice or

snow from wing, tail and control surfaces. Also,

make sure that control surfaces contain no

internal accumulations of ice or debris. Prior to

flight, check that pitot heater (if installed) is warm

to touch within 30 seconds with battery and pitot

heat switches on. If a night flight is planned,

check operation of all lights, and make sure a

flashlight is available.

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(1)

b) Pilot´s Operating Handbook – AVAILABLE IN THE

AIRPLANE.

c) Control Wheel Lock - REMOVE.

d) “Engine Master” – OFF.

e) Avionics Power Switch – OFF.

f) „Shut-off Cabin Heat“ - OPEN

S WARNING: When turning on the Battery switch, using an

external power source, or pulling the propeller

through by hand, treat the propeller as if the

“Engine Master” was on.

g) Battery and Main Bus switches – ON ,

Fuel Quantity Indicators and Fuel Temperature CHECK ,

Lamp “Water Level” – CHECK OFF

Battery and Main Bus switches - OFF

h) Entry in log-book concerning type of fuel filled - CHECK

i) Static Pressure Alternate Source Valve - CHECK

j) Fuel Selector Valve - tank with sufficient fuel quantity

k) Fuel Shut-off Valve – ON (Push Full In)

l) Baggage Door – CHECK, lock with key if the child's seat is

supposed to be occupied.

(2)

a) Rudder Gust Lock (if attached) - REMOVE

b) Tail Tie-Down - DISCONNECT

c) Control Surfaces - CHECK freedom of movement and

security

(3)

a) Aileron - CHECK freedom of movement and security

(4)

a) Wing Tie-Down - DISCONNECT

b) Main Wheel Tire - CHECK for proper inflation

c) Before first flight of the day and after each refueling – DRAIN

the Fuel Tank Sump Quick Drain Valve with the sampler cup

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and CHECK for water, sediment and the right type of fuel

(Jet A or JET A-1) based on the fuel colour.

d) Fuel Quantity – CHECK VISUALLY for desired level not

above marking in fuel filler

e) Fuel Filler Cap – SECURE

(5)

a) Reservoir-tank Quick Drain Valve –DRAIN at least a cupful

of fuel (using sampler cup) from valve to check for water,

sediment and proper fuel grade (Jet A or JET A-1) before

each flight and after each refueling. If water is observed,

take further samples until clear and then gently rock wings

and lower tail to the ground to move any additional

contaminants to the sampling point. Take repeated samples

until all contamination has been removed.

b) Before first flight of the day and after each refueling – DRAIN

the Fuel Strainer Quick Drain Valve with the sampler cup to

remove water and sediment from the screen. Ensure that the

screen drain is properly closed again. If water is discovered,

there might be even more water in the fuel system.

Therefore, take further samples from Fuel Strainer and the

Tank Sumps .

c) Oil Level - CHECK, do not take off with less than 4.5 l.

d) Propeller and Spinner – CHECK for nicks and security

e) Landing Light - CHECK for condition and cleanliness

f) Gearbox Oil Level - CHECK the oil has to cover at least half

of the inspection glass

g) Nose Wheel Strut and Tire CHECK for proper inflation

h) Nose Wheel Tie-Down – DISCONNECT

i) Left Static Source Opening - CHECK for stoppage

(6)

a) Main Wheel Tire - CHECK for proper inflation

b) Before first flight of the day and after each refueling – DRAIN

the Fuel Tank Sump Quick Drain Valve with the sampler cup

and CHECK for water, sediment and the right type of fuel

(Jet A or JET A-1).

c) Fuel Quantity – CHECK VISUALLY for desired level not

above marking in fuel filler

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d) Fuel Filler Cap – SECURE

(7)

a) Pitot Tube Cover (if mounted) – REMOVE and CHECK for

pitot stoppage

b) Fuel Tank Vent Opening - CHECK for stoppage.

c) Stall Warning Opening - CHECK for stoppage.

d) Wing Tie-Down - DISCONNECT

(8)

a) Aileron - CHECK freedom of movement and security

BEFORE STARTING ENGINE

(1) Preflight Inspection - COMPLETE (Figure 4-1a)

(2) Seats, Seat and Shoulder Belts - ADJUST and LOCK

(3) Fuel Selector Valve - SET to tank with sufficient fuel quantity

or to the BOTH position if this option is installed

(4) Fuel Shut-off Valve – ON (Push Full In)

(5) Avionics Power Switch, Autopilot (if installed) and Electrical

Equipment - OFF

 CAUTION: The Avionics Power Switch must be off during

engine start to prevent possible damage to

avionics.

(6) Brakes - CHECK , Parking Brake - SET.

(7) Circuit Breakers (including CB Alternator)- CHECK IN

(8) Alternate Air Door – CLOSED

(9) Battery and Main Bus Switches - ON, Fuel Quantity and

Temperature – CHECK

 CAUTION: The electronic engine control needs an electrical

power source for its operation. For normal

operation Battery, Alternator and Main Bus have

to be switched on. Separate switching is only

allowed for tests and in the event of emergencies.

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(10) Thrust Lever - CHECK for freedom of movement

(11) Load Display - CHECK 0% at Propeller RPM 0

STARTING ENGINE

S WARNING: It is not allowed to start up the engine using

external power.

(1) Electrical Fuel Pump - ON

(2) Thrust Lever – IDLE

(3) Area Aircraft / Propeller – CLEAR

(4) “Engine Master” - ON , wait until the Glow Control Lamp

extinguishes

(5) Starter – ON

Release when engine starts, leave Thrust Lever in idle

(6) CED-Test Knob – PRESS (to delete Caution Lamp)

(7) Oil Pressure - CHECK

 CAUTION: If after 3 seconds the minimum oil pressure of 1

bar is not indicated: shut down the engine

immediately !

(8) Ammeter – CHECK for positive charging current

(9) Voltmeter – CHECK for green range

(10) Avionics Power Switch - ON

(11) Radios - ON

(12) Electrical Fuel Pump - OFF

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WARM UP

(1) Let the engine warm up about 2 minutes at 890 RPM.

(2) Increase RPM to 1,400 until Oil Temperature 50°C, Coolant

Temperature 60°C.

BEFORE TAKE-OFF

(1) Parking Brake - SET

(2) Cabin Doors and Windows - CLOSED and LOCKED

(3) Flight Controls – FREE and CORRECT

(4) Flight Instruments - CHECK and SET

(5) Fuel Selector Valve - SET to tank with sufficient fuel quantity

or to the BOTH position if this option is installed. The fuel

temperature

 Note: If the optional LEFT,RIGHT, BOTH fuel selector

is installed it is recommenced to select the BOTH

position

(6) Elevator Trim and Rudder Trim (if installed) – SET for Take-

off

(7) FADEC and propeller adjustment function check:

a) Thrust Lever - IDLE (both FADEC lamps should be OFF)

b) FADEC Test Button - PRESS and HOLD button for entire

test.

c) Both FADEC Lamps – ON, RPM increases

S WARNING: If the FADEC lamps do not come on at this point,

it means that the test procedure has failed and

take off should not be attempted.

d) The FADEC automatically switches to B-component (only

FADEC B lamp is ON).

e) The propeller control is excited, RPM decreases

f) The FADEC automatically switches to channel A (only

FADEC A lamp is ON), RPM increases

g) The propeller control is excited, RPM decreases

h) FADEC A lamp goes OFF, idle RPM is reached, the test is

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completed.

i) FADEC Test Button - RELEASE.

 Note: If the test button is released before the self test is

over, the FADEC immediately switches over to

normal operation.

 Note: While switching from one FADEC to another, it is

normal to hear and feel a momentary surge in the

engine.

S WARNING: If there are prolonged engine misfires or the

engine shuts down during the test, take off may

not be attempted.

S WARNING: The whole test procedure has to be performed

without any failure. In case the engine shuts

down or the FADEC lamps are flashing, take off

is prohibited. This applies even if the engine

seems to run without failure after the test.

(8) Thrust Lever – FULL FORWARD, load display min. 94%,

RPM 2240 - 2300

(9) Thrust Lever - IDLE

(10) Engine Instruments and Ammeter - CHECK

(11) Suction gage - CHECK

(12) Wing Flaps – SET 0° or 10°

(13) Electrical Fuel Pump - ON

(14) Radios and Avionics - ON

(15) Autopilot (if installed) – OFF

(16) Air Conditioning (if installed) – OFF

(17) Thrust Lever Friction Control - SET

(18) Brakes - RELEASE

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TAKEOFF

NORMAL TAKEOFF

(1) Wing Flaps – 0° or 10° (refer to page 4-14, “Wing Flap

Positions“)

(2) Thrust Lever – FULL FORWARD

(3) Elevator Control – LIFT NOSE WHEEL at 55 KIAS.

(4) Climb Speed - 65 to 80 KIAS

SHORT FIELD TAKEOFF

(1) Wing Flaps – 10° (refer to page 4-10, “Wing Flap Positions“)

(2) Brakes - APPLY

(3) Thrust Lever – FULL FORWARD

(4) Brakes - RELEASE

(5) Airplane Attitude – SLIGHTLY TAIL LOW

(6) Elevator Control – LIFT NOSE WHEEL at 44 KIAS

(7) Climb Speed – 59 KIAS (until all obstacles are cleared).

AFTER TAKEOFF

(1) Altitude about 300 ft, Airspeed more than 65 KIAS: Wing

Flaps - RETRACT

(2) Electrical Fuel Pump – OFF

CLIMB

(1) Airspeed – 70 to 85 KIAS

 Note: If a maximum performance climb is necessary,

use speeds shown in the “Maximum Rate Of

Climb” chart in Section 5. In case that Oil

Temperature and/or Coolant Temperature are

approaching the upper limit, continue at a lower

climb angle for better cooling if possible.

 Note: If the optional LEFT,RIGHT, BOTH fuel selector

is installed it is recommenced to select the BOTH

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position. The fuel temperatures have to be

monitored.

(2) Thrust Lever – FULL FORWARD

CRUISE

(1) Power – maximum load 100% (maximum continuous power),

75% or less is recommended

(2) Elevator trim and Rudder trim (if installed) – ADJUST

(3) Compliance with Limits for Oil Pressure, Oil Temperature,

Coolant Temperature and Gearbox Temperature (CED 125

and Caution Lamp) - MONITOR constantly

(4) Fuel Quantity and Temperature (Display and LOW LEVEL

warning lamps) - MONITOR . Select the other fuel tank

approximately every 30 minutes to empty and heat both

tanks equally. (observe Section 2 „Operating Limits“ Chapter

„Engine Operating Limits“). The described LEFT, RIGHT

alternating operation can also have benefits, even if the

optional BOTH position is installed, in slip or skids flight

conditions to ensure a balanced emptying of the fuel tanks

and a balanced fuel warming.

 CAUTION: Do not use any fuel tank below the minimum

permissible fuel temperature!

■ CAUTION: In turbulent air it is strongly recommended to use

the BOTH position.

 CAUTION: With ¼ tank or less prolonged or uncoordinated

flight is prohibited when operating on either the

left or right tank

(5) FADEC Warning Lamps MONITOR

DESCENT

(1) Fuel Selector Valve – SET to tank with sufficient fuel quantity

(LEFT or RIGHT)

 Note: If the optional LEFT,RIGHT, BOTH fuel selector

is installed it is recommenced to select the BOTH

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position. The fuel temperatures have to be

monitored.

(2) Power - AS DESIRED

BEFORE LANDING

(1) Seats, Seat and Shoulder Belts - ADJUST and SECURE or

LOCK

(2) Fuel Selector Valve – SET to tank with sufficient fuel quantity

 Note: If the optional LEFT,RIGHT, BOTH fuel selector

is installed it is recommenced to select the BOTH

position. The fuel temperatures have to be

monitored.

(3) Electrical Fuel Pump - ON

(4) Autopilot (if installed) –OFF

(5) Air Conditioning (if installed) – OFF

LANDING

NORMAL LANDING

(1) Airspeed - 69 to 80 KIAS (wing flaps UP)

(2) Wing Flaps - AS REQUIRED (0°-10° below 110 KIAS;

10°-30° below 85 KIAS)

(3) Airspeed in Final Approach:

- wing flaps 20°: 63 KIAS

- wing flaps 30°: 60 KIAS

(4) Touchdown – MAIN WHEELS FIRST

(5) Landing Roll – LOWER NOSE WHEEL GENTLY

(6) Brakes – MINIMUM REQUIRED

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SHORT FIELD LANDING

(1) Airspeed - 69 to 80 KIAS (wing flaps UP)

(2) Wing Flaps - 30°

(3) Airspeed in the Final Approach - 60 KIAS (until flare)

(4) Power - IDLE after clearing all obstacles

(5) Touchdown – MAIN WHEELS FIRST

(6) Brakes – APPLY HEAVILY

(7) Wing Flaps - RETRACT

BALKED LANDING

(1) Thrust Lever – FULL FORWARD

(2) Wing Flaps 20° (immediately after Thrust Lever FULL

FORWARD)

(3) Climb Speed – 58 KIAS

(4) Wing Flaps – 10° (until all obstacles are cleared)

(5) Wing Flaps - RETRACT after reaching a safe altitude and 65

KIAS

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AFTER LANDING

(1) Wing Flaps - RETRACT

(2) Electrical Fuel Pump - OFF

SECURING AIRPLANE

(1) Parking Brake - SET

(2) Thrust Lever - IDLE

(3) Avionics Power Switch, Electrical Equipment, Autopilot (if

installed) – OFF

(4) Main Bus switch – OFF

(5) “Engine Master” – OFF

(6) Battery Switch –OFF

(7) Control Lock – INSTALL

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AMPLIFIED PROCEDURES

STARTING ENGINE

The TAE 125 is a direct diesel injection engine with common–rail

technology and a turbocharger. It is controlled automatically by the

FADEC, which makes a proper performance of the FADEC test

important for safe flight operation.

All information relating to the engine are compiled in the CED 125

multifunction instrument.

Potentiometers within the Thrust Lever transmit the load value

selected by the pilot to the FADEC.

With the “Engine Master” in position ON the glow relay is triggered

by the FADEC and the Glow Plugs are supplied with electrical

power, in position OFF, the Injection Valves are not supplied by the

FADEC and stay closed.

The switch/push button “Starter” controls the Starter.

TAXIING

When taxiing, it is important that speed and use of brakes be held to

a minimum and that all controls be utilized (Refer to Figure 4-2,

Taxiing Diagram) to maintain directional control and balance.

The Alternate Air Door Control should be always pushed for ground

operation to ensure that no unfiltered air is sucked in.

Taxiing over loose gravel or cinders should be done at low engine

speed to avoid abrasion and stone damage to the propeller tips.

BEFORE TAKEOFF

WARM UP

Let the engine run at propeller RPM of 1,400 to ensure normal

operation of the TAE 125 until it reaches an Engine Oil Temperature

of 50°C (green area) and a Coolant Temperature of 60°C (green

area).

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MAGNETO CHECK

N/A since this is a Diesel engine

ALTERNATOR CHECK

Prior to flights where verification of proper alternator and alternator

control unit operation is essential (such as night and instrument

flights), a positive verification can be made by loading the electrical

system momentarily (3 to 5 seconds) with the landing light or by

operating the wing flaps during the engine runup (20% load). The

ammeter will remain within a needle width of zero if the alternator

and alternator control unit are operating properly.

BATTERY CHECK

If there is doubt regarding the battery conditions or functionality the

battery has to be checked after warm-up as follows:

Pull the alternator Circuit breaker while the engine is running (battery

remains “ON”)

Perform a 10 sec. engine run. The voltmeter must remain in the

green range. If not, the battery has to be charged or, if necessary,

exchanged.

After this test the alternator the alternator circuit breaker has to be

pushed in again.

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TAKEOFF

POWER CHECK

It is important to check full load engine operation early in the takeoff

roll. Any signs of rough engine operation or sluggish engine

acceleration is good cause for discontinuing the takeoff. If this

occurs, you are justified in making a thorough full load static runup

before another takeoff is attempted.

After full load is applied, adjust the Thrust Lever Friction Control to

prevent the Thrust Lever from creeping back from a maximum power

position. Similar friction lock adjustments should be made as

required in other flight conditions to maintain a fixed Thrust Lever

setting.

WING FLAP SETTINGS

Flap deflections greater than 10° are not approved for normal and

short field takeoffs. Using 10° wing flaps reduces the ground roll and

total distance over a 15 m obstacle by approximately 10%.

CLIMB

Normal climbs are performed with flaps up and full load and at

speeds 5 to 10 knots higher than best rate-of-climb speeds for the

best combination of engine cooling, climb speed and visibility. The

speed for best climb is about 69 KIAS. If an obstruction dictates the

use of a steep climb angle, climb at 62 KIAS and flaps up.

 Note: Climbs at low speeds should be of short duration to

improve engine cooling.

CRUISE

As guidance for calculation of the optimum altitude and power setting

for a given flight use the tables in Figure 5-7a or 5-7b.

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LANDING

NORMAL LANDING

Remarks in Pilot´s Operating Handbook concerning carburetor pre-

heating are N/A

BALKED LANDING

In a balked landing (go around) climb, reduce the flap setting to 20°

immediately after full power is applied. If obstacles must be cleared

during the go-around climb, reduce wing flap setting to 10° and

maintain a safe airspeed until the obstacles are cleared. After

clearing any obstacles, the flaps may be retracted as the airplane

accelerates to the normal flaps up climb speed.

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CARBURETOR ICING

N/A since this is a Diesel engine

FLIGHT IN HEAVY RAIN

N/A since no special procedures are necessary for heavy rain.

COLD WEATHER OPERATION

The following limitations for cold weather operation are established

due to temperature

(Refer Section 2 „Limitations“ also)

Fuel

Minimum

permissible fuel

temperature in the

fuel tank before

Take-off

Minimum

permissible fuel

temperature in the

fuel tank during the

flight

Jet A-1, JET-A -30°C -35°C

Tab. 4-1a Minimum fuel temperature limits in the fuel tank

S WARNING: The fuel temperature of the fuel tank not in use

should be observed if it is intended for later use.

 Note: It is advisable to refuel before each flight and to

enter the type of fuel filled and the additives used

in the log-book of the airplane.

It is advisable to refuel before each flight and to enter the type of fuel

filled in the log-book of the airplane.

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HOT WEATHER OPERATION

 Note: Engine temperatures may rise into the yellow

range and activate the “Caution” lamp when

operating in hot weather or longer climbouts at

low speed. This warning gives the pilot the

opportunity to keep the engine from possibly

overheating by doing the following:

i. increase climbing speed

ii. reduce power, if the engine

temperatures approach the red range.

Should the seldom case occur that the fuel temperature is rising into

the yellow or red range, switch to the other tank or to the BOTH

position, if installed.

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Section 5

PERFORMANCE

MAXIMUM TAKE-OFF WEIGHTS

▲ WARNING: The Maximum Take-Off Weights have to be

regarded.

Cessna 172 N:

Maximum Take-Off Weight Normal category ...2300 lbs (1043 kg)

Maximum Take-Off Weight Utility category ........ 2000 lbs (907 kg)

Cessna 172 P:

Maximum Take-Off Weight Normal category ...2400 lbs (1089 kg)

Maximum Take-Off Weight Utility category ........ 2100 lbs (953 kg)

SAMPLE PROBLEM

The following sample flight problem utilizes information from the

various tables and diagrams of this section to determine the

predicted performance data for a typical flight.

Assume the following information has already been determined:

AIRPLANE CONFIGURATION – Cessna 172 N

Takeoff Weight 2300 lbs (1043 kg)

Usable Fuel 134.3 l (35.5 US gal)

Type of Fuel Selected Jet A-1

TAKEOFF CONDITIONS

Field Pressure Altitude 1,000 ft

Temperature 28°C (15°C above ISA)

Wind Component along Runway 12 Knot Headwind

Field Length 1,067 m (3500 ft)

CRUISE CONDITIONS

Total Distance 852 km (460 NM)

Pressure Altitude 6,000 ft

Temperature 23 °C (20 °C above ISA)

Expected Wind Enroute 10 Knot Headwind

LANDING CONDITIONS

Field Pressure Altitude 2000 ft

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Temperature 25 °C

Field Length 914 m (3000 ft)

Total Calculated Fuel Required:

- Engine Start, Taxi and Takeoff 1 l (0.3 US gal)

TAKEOFF

The takeoff distance chart, Figure 5-4a (Takeoff Distance), should be

consulted, keeping in mind that distances shown are based on the

short field technique. Conservative distances can be established by

reading the chart at the next higher value of weight, temperature and

altitude. For example, in this particular sample problem, the takeoff

distance information presented for a weight of 1,043 kg (2300 lbs),

pressure altitude of 1000 ft and a temperature of ISA+20°C should

be used and results in the following:

Ground Roll 300 m (984 ft)

Total Distance to clear a 15 m obstacle 616 m (2021 ft)

These distances are well within the available takeoff field length.

However, a correction for the effect of wind may be made based on

Note 2 of the takeoff chart. The correction for a 12 Knot Headwind is:

%13%10

12 =×

KN Decrease

This results in the following distances, corrected for wind:

Ground Roll, zero wind 300 m (984 ft)

Decrease at 12 Knot Headwind

(300 m x 13%) = -39 m (128 ft)

Corrected Ground Roll 261 m (856 ft)

Total Distance to clear a 15 m obstacle,

zero wind 616 m (2021 ft)

Decrease at 12 Knot Headwind

(616 m x 13%) = -80 m (-262 ft)

Corrected Total Distance to clear a

15 m obstacle 536 m (1759 ft)

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CRUISE

The cruising altitude should be selected based on a consideration of

trip length, winds aloft and the airplanes performance. A typical

cruising altitude and the expected wind enroute have been given for

this sample problem. However, the power setting selection for cruise

must be determined based on several considerations. These include

the cruise performance characteristics presented in Figures 5-7a to

5-7d. Considerable fuel savings and longer range result when lower

power settings are used.

Figure 5-7a shows a range of 751 NM at zero wind, a power setting

of 70% and altitude of 6,000 ft.

With an expected headwind of 10 Knot at 6,000 ft altitude the range

has to be corrected as follows:

Range at zero wind (standard tanks) 751 NM

Reduction due to Headwind (7.2 h x 10 Knot)= 72NM

Corrected Range 679 NM

This shows that the flight can be performed at a power setting of

approximately 70% with full tanks without an intermediate fuel stop.

Figure 5-7a is based upon a pressure altitude of 6,000 ft and a

temperature of 20°C above ISA temperature, according to Note 2

true airspeed and maximum range are increased by 2 %.

The following values most nearly correspond to the planned altitude

and expected temperature conditions. Engine Power setting chosen

is 70%.

The resultants are :

Engine Power: 70%

True Airspeed: 106 kt

Fuel Consumption in cruise: 18.6l/h (4.9 US gal/h)

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FUEL REQUIRED

The total fuel requirement for the flight may be estimated using the

performance information in Figures 5-6 and 5-7. For this sample

problem, Figure 5 6a shows that a climb from 1,000 ft to 6,000 ft

requires 4.4 l (1.14 US gal) of fuel. The corresponding distance

during the climb is 10,7 NM. These values are for a standard

temperature and are sufficiently accurate for most flight planning

purposes.

However, a further correction for the effect of temperature may be

made as noted in Note 2 of the climb chart in Figure 5-6a/5-6b. An

effect of 10°C above the standard temperature is to increase time

and distance by 10% and the time and above 10,000ft by 5% due to

the lower rate of climb.

In this case, assuming a temperature 20°C above standard, the

correction would be:

%0,20%10

20 =×

C Increase

With this factor included, the fuel estimate would be calculated as

follows:

Fuel to climb, standard temperature 4.4 l (1.14 US gal)

Increase due to non-standard temperature

4.4 l (1.14 US gal) x 20,0% = 0.9 l (0.2 US gal)

Corrected fuel to climb 5.3 l (1.34 US gal)

Using a similar procedure for the distance to climb results in

11,3 NM.

The resultant cruise distance is:

Total Distance 460.0 NM

Climbout Distance -11.3 NM

Cruise Distance 448.7 NM

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With an expected 10 Knot headwind, the ground speed for cruise is

predicted to be:

106 Knot

-10 Knot

96 Knot

Therefore, the time required for the cruise portion of the trip is:

NM 7,4

7,448 =

The fuel required for cruise is:

4.7 h x 18.6 l/h = 87.4 l (23.1 US gal)

The total estimated fuel required is as follows:

Engine Start, Taxi and Takeoff 1.00 l ( 0.30 US gal)

Climb + 5.30 l ( 1.34 US gal)

Cruise +87.40 l (23.10 US gal)

Total fuel required 93.70 l (24,74 US gal)

This gives with full tanks a reserve of:

134.30 l (35.50 US gal)

-93.70 l (24,74 US gal)

40.60 l (10.76 US gal)

Once the flight is underway, ground speed checks will provide a

more accurate basis for estimating the time enroute and the

corresponding fuel required.

LANDING DISTANCE

Refer to Pilot´s Operating Handbook.

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TAKEOFF DISTANCE

SHORT FIELD TAKEOFFS

Conditions:

Flaps 10°

Full Power Prior to Brake Release

Paved, level, dry runway

Zero Wind

Lift Off: 44 KIAS

Speed at 15 m: 58 KIAS

Notes:

(1) Short field technique

(2) Decrease distances 10% for each 9 Knot headwind. For

operation with tailwinds up to 10 Knot increase distances by

10% for each 2 Knot.

(3) For operation on dry, grass runway, increase distances by

15% of the “ground roll” figure.

(4) Consider additionals for wet grass runway, softened ground

or snow

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Takeoff Distance at 1043 kg

Figure 5-4a Takeoff Distance at take-off weight 1,043 kg

Takeoff Distance at 940 kg

Figure 5-4b Takeoff Distance at take-off weight 940 kg

ISA ISA +10°C ISA +20°C ISA +30°C

Pressure Altitude

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

(ft) (m) (m) (m) (m) (m) (m) (m) (m)

1000

2000

3000

4000

5000

6000

7000

8000

252

265

279

293

308

323

338

373

395

520

547

573

601

630

660

691

774

823

267

281

295

310

325

341

357

393

415

551

578

606

634

665

696

729

815

867

288

300

313

327

343

359

375

412

435

593

616

641

669

700

733

767

856

910

311

325

339

353

367

382

397

432

454

643

670

697

725

754

784

814

901

953

ISA ISA +10°C ISA +20°C ISA +30°C

Pressure Altitude

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

(ft) (m) (m) (m) (m) (m) (m) (m) (m)

1000

2000

3000

4000

5000

6000

7000

8000

195

205

217

229

241

253

267

295

313

406

426

447

468

491

515

540

603

642

207

219

230

243

256

269

283

312

331

429

450

472

495

519

545

571

637

678

224

234

245

257

270

284

298

328

348

461

480

500

522

548

574

602

671

713

242

254

266

278

291

304

317

346

365

500

521

543

566

590

614

640

707

749

Supplement POH Reims/Cessna (F)172 N & P

Page 5-8

Issue 2

Revision -, March 12, 2007

Takeoff Distance at 1089 kg (Cessna 172P only)

Figure 5-4c Takeoff Distance at take-off weight 1,043 kg

Takeoff Distance at 970 kg

Figure 5-4d Takeoff Distance at take-off weight 940 kg

ISA ISA +10°C ISA +20°C ISA +30°C

Pressure Altitude

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

(ft) (m) (m) (m) (m) (m) (m) (m) (m)

1000

2000

3000

4000

5000

6000

7000

8000

271

285

300

315

332

349

368

388

421

535

562

591

622

655

689

726

766

808

287

302

317

334

352

370

390

411

434

566

596

627

659

694

731

770

811

854

304

319

336

354

373

393

414

436

459

599

630

663

698

736

775

817

861

907

321

337

354

373

392

413

435

458

482

633

665

700

736

775

815

859

905

952

ISA ISA +10°C ISA +20°C ISA +30°C

Pressure Altitude

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

Ground Roll

Total Distance

to clear a

15m obstacle

(ft) (m) (m) (m) (m) (m) (m) (m) (m)

1000

2000

3000

4000

5000

6000

7000

8000

205

216

227

239

251

264

278

292

307

405

426

448

471

496

522

550

579

610

217

229

240

253

266

280

295

310

326

429

451

475

499

526

554

583

614

646

230

242

255

268

282

297

313

329

346

454

477

503

529

557

587

619

653

688

243

255

269

282

297

313

329

345

362

480

504

530

558

587

618

650

684

720

Supplement POH Reims/Cessna (F)172 N & P

Page 5-9

Issue 2

Revision -, March 12, 2007

MAXIMUM RATE-OF-CLIMB

Conditions:

Takeoff weight 1,043 kg

Climb speed vy = 69 KIAS

Flaps Up

Full Power

Rate of climb (ft/min)

Pressure

altitude

(ft) ISA ISA +10°C ISA +20°C ISA +30°C

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

625

622

616

605

590

570

547

521

491

458

452

385

346

306

265

225

186

148

622

614

603

587

568

544

517

487

454

419

382

343

303

263

223

184

146

111

613

601

585

565

542

515

485

452

417

379

341

301

261

222

183

146

111

600

583

563

538

510

473

445

409

371

331

291

250

210

171

134

101

Figure 5-5a Maximum Rate of Climb

Supplement POH Reims/Cessna (F)172 N & P

Page 5-10

Issue 2

Revision -, March 12, 2007

MAXIMUM RATE-OF-CLIMB Cessna 172P

Conditions:

Takeoff weight 1,089 kg

Climb speed vy = 69 KIAS

Flaps Up

Full Power

Rate of climb (ft/min)

Pressure

altitude

(ft) ISA ISA +10°C ISA +20°C ISA +30°C

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

602

595

582

565

545

522

496

468

438

407

374

341

307

274

240

207

176

146

600

584

564

541

515

487

458

428

397

366

334

302

271

240

211

182

154

129

582

561

538

512

485

456

425

395

363

332

301

270

239

210

181

154

128

104

559

535

509

481

451

420

389

357

325

293

262

231

201

173

146

121

Figure 5-5b Maximum Rate of Climb C172P

Supplement POH Reims/Cessna (F)172 N & P

Page 5-11

Issue 2

Revision -, March 12, 2007

TIME, FUEL AND DISTANCE TO CLIMB AT 1,043KG

Conditions:

Takeoff weight 1,043 kg; Climb speed vy = 69 KIAS

Flaps Up; Full Power; Standard Temperature

Notes :

(1) Add 1 l (0.3 US gal) of fuel for engine start, taxi and takeoff

allowance.

(2) Increase time and distance by 10% for 10°C above standard

temperature. Above 10,000 ft. increase time by 5%.

(3) Distances shown are based on zero wind.

(4) Time, distance and fuel required are only valid from the point

where the airplane climbs at vy = 69 KIAS.

From Sea Level Press.

Alt. Temp. Rate of

Climb Time Dist. JET-A1

(ft) (°C) (ft/min) (min) (NM) (l)

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

-1

-3

-5

-7

-9

-11

-13

-15

-17

-19

625

622

616

605

590

570

547

521

491

458

452

385

346

306

265

225

186

148

0,0

1,6

3,2

4,9

6,5

8,3

10,0

11,9

13,9

16,0

18,3

20,8

23,5

26,6

30,1

34,1

39,0

45,0

0,0

1,9

3,8

5,8

8,0

10,2

12,6

15,2

18,0

21,1

24,5

28,2

32,5

37,3

42,9

49,5

57,5

67,4

0,0

0,8

1,6

2,4

3,3

4,2

5,2

6,3

7,4

8,5

9,8

11,1

12,4

13,9

15,5

17,3

19,2

21,5

Figure 5-6a Time, Fuel and Distance to Climb at 1,043 kg

Supplement POH Reims/Cessna (F)172 N & P

Page 5-12

Issue 2

Revision -, March 12, 2007

TIME, FUEL AND DISTANCE TO CLIMB AT 940KG

Conditions:

Takeoff weight 940kg; Climb speed vy = 69 KIAS

Flaps Up; Full Power; Standard Temperature

Notes :

(1) Add 1 l (0.3 US gal) of fuel for engine start, taxi and takeoff

allowance.

(2) Increase time and distance by 10% for 10°C above standard

temperature. Above 10,000 ft. increase time by 5%.

(3) Distances shown are based on zero wind.

(4) Time, distance and fuel required are only valid from the point

where the airplane climbs at vy = 69 KIAS.

From Sea Level Press.

Alt. Temp. Rate of

Climb Time Dist. JET-A1

(ft) (°C) (ft/min) (min) (NM) (l)

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

-1

-3

-5

-7

-9

-11

-13

-15

-17

-19

755

753

746

735

719

699

674

646

615

580

542

502

459

415

370

325

280

235

0,0

1,3

2,7

4,0

5,4

6,8

8,3

9,8

11,4

13,0

14,8

16,7

18,8

21,1

23,6

26,5

29,8

33,7

0,0

1,5

3,2

4,8

6,6

8,4

10,4

12,5

14,7

17,2

19,8

22,7

26,0

29,6

33,7

38,4

43,9

50,5

0,0

0,6

1,3

2,0

2,8

3,6

4,4

5,3

6,2

7,2

8,2

9,3

10,4

11,6

12,9

14,3

15,8

17,4

Figure 5-6b Time, Fuel and Distance to Climb at 940 kg

Supplement POH Reims/Cessna (F)172 N & P

Page 5-13

Issue 2

Revision -, March 12, 2007

TIME, FUEL AND DISTANCE TO CLIMB AT 1089KG Cessna 172P

Conditions:

Takeoff weight 1089kg; Climb speed vy = 69 KIAS

Flaps Up; Full Power; Standard Temperature

Notes :

(1) Add 1 l (0.3 US gal) of fuel for engine start, taxi and takeoff

allowance.

(2) Increase time and distance by 10% for 10°C above standard

temperature. Above 10,000 ft. increase time by 5%.

(3) Distances shown are based on zero wind.

(4) Time, distance and fuel required are only valid from the point

where the airplane climbs at vy = 69 KIAS.

From Sea Level Press.

Alt. Temp. Rate of

Climb Time Dist. JET-A1

(ft) (°C) (ft/min) (min) (NM) (l)

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

-1

-3

-5

-7

-9

-11

-13

-15

-17

-19

602

595

582

565

545

522

496

468

438

407

374

341

307

274

240

207

176

146

0,0

1,7

3,4

5,1

6,9

8,8

10,8

12,8

15,0

17,4

20,0

22,8

25,8

29,3

33,2

37,6

42,9

49,1

2,0

4,0

6,1

8,4

10,9

13,5

16,4

19,5

22,9

26,7

30,9

35,7

41,1

47,3

54,5

63,1

73,5

0,0

0,8

1,6

2,5

3,5

4,5

5,6

6,7

7,9

9,2

10,5

11,9

13,4

15,0

16,8

18,6

20,7

23,0

Figure 5-6c Time, Fuel and Distance to Climb at 1089 kg

Supplement POH Reims/Cessna (F)172 N & P

Page 5-14

Issue 2

Revision -, March 12, 2007

TIME, FUEL AND DISTANCE TO CLIMB AT 970KG

Conditions:

Takeoff weight 970kg; Climb speed vy = 69 KIAS

Flaps Up; Full Power; Standard Temperature

Notes :

(1) Add 1 l (0.3 US gal) of fuel for engine start, taxi and takeoff

allowance.

(2) Increase time and distance by 10% for 10°C above standard

temperature. Above 10,000 ft. increase time by 5%.

(3) Distances shown are based on zero wind.

(4) Time, distance and fuel required are only valid from the point

where the airplane climbs at vy = 69 KIAS.

From Sea Level Press.

Alt. Temp. Rate of

Climb Time Dist. JET-A1

(ft) (°C) (ft/min) (min) (NM) (l)

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

16000

17000

-1

-3

-5

-7

-9

-11

-13

-15

-17

-19

715

713

706

695

679

660

636

608

577

543

506

467

425

383

339

295

252

209

0,0

1,4

2,8

4,2

5,7

7,2

8,7

10,3

12,0

13,8

15,7

17,8

20,0

22,5

25,3

28,4

32,1

36,4

0,0

1,6

3,3

5,1

6,9

8,9

11,0

13,2

15,6

18,2

21,0

24,2

27,6

31,6

36,0

41,2

47,2

54,5

0,0

0,7

1,4

2,1

2,9

3,7

4,6

5,6

6,5

7,6

8,6

9,8

10,9

12,2

13,6

15,0

16,6

18,4

Figure 5-6d Time, Fuel and Distance to Climb at 970 kg

Supplement POH Reims/Cessna (F)172 N & P

Page 5-15

Issue 2

Revision -, March 12, 2007

CRUISE PERFORMANCE, RANGE AND ENDURANCE with

standard tanks (Cessna 172N)

Conditions:

Takeoff weight 1043 kg

Flaps Up

Zero wind

Notes:

1. Endurance information are based on standard tanks with

134.3 (35.5 US gal) usable fuel

2. Increase true airspeed (KTAS) and maximum range (NM) by

1% per 10°C above ISA temperature.

Press.Alt.

[ft]

Load

[%] KTAS FF[l/h]

Jet-A1 NM Hours

2000 60 82 15,8 697 8,5

2000 70 88 18,6 635 7,2

2000 80 94 21,7 582 6,2

2000 90 99 25,3 526 5,3

4000 60 93 15,8 791 8,5

4000 70 99 18,6 715 7,2

4000 80 104 21,7 644 6,2

4000 90 110 25,3 584 5,3

6000 60 98 15,8 833 8,5

6000 70 104 18,6 751 7,2

6000 80 109 21,7 675 6,2

6000 90 115 25,3 610 5,3

8000 60 101 15,8 859 8,5

8000 70 106 18,6 765 7,2

8000 80 112 21,7 693 6,2

8000 90 117 25,3 621 5,3

Supplement POH Reims/Cessna (F)172 N & P

Page 5-16

Issue 2

Revision -, March 12, 2007

Press.Alt.

[ft]

Load

[%] KTAS FF[l/h]

Jet-A1 NM Hours

10000 60 102 15,8 867 8,5

10000 70 108 18,6 780 7,2

10000 80 113 21,7 699 6,2

10000 90 119 25,3 632 5,3

12000 60 103 15,8 876 8,5

12000 70 109 18,6 787 7,2

12000 80 114 21,7 706 6,2

12000 88 119 24,5 652 5,5

Figure 5-7a Cruise Performance, Range and Endurance with

standard tanks, Cessna 172N

Supplement POH Reims/Cessna (F)172 N & P

Page 5-17

Issue 2

Revision -, March 12, 2007

CRUISE PERFORMANCE, RANGE AND ENDURANCE with long-

range tanks (Cessna 172N)

Conditions:

Takeoff weight 1043 kg

Flaps Up

Zero wind

Notes:

1. Endurance information are based on standard tanks with

167.3 l (44.2 US gal) usable fuel

2. Increase true airspeed (KTAS) and maximum range (NM) by

1% per 10°C above ISA temperature.

Press.Alt.

[ft]

Load

[%] KTAS FF[l/h]

Jet-A1 NM Hours

2000 60 82 15,8 868 10,6

2000 70 88 18,6 792 9,0

2000 80 94 21,7 725 7,7

2000 90 99 25,3 655 6,6

4000 60 93 15,8 985 10,6

4000 70 99 18,6 890 9,0

4000 80 104 21,7 802 7,7

4000 90 110 25,3 727 6,6

6000 60 98 15,8 1038 10,6

6000 70 104 18,6 935 9,0

6000 80 109 21,7 840 7,7

6000 90 115 25,3 760 6,6

8000 60 101 15,8 1069 10,6

8000 70 106 18,6 953 9,0

8000 80 112 21,7 863 7,7

8000 90 117 25,3 774 6,6

Supplement POH Reims/Cessna (F)172 N & P

Page 5-18

Issue 2

Revision -, March 12, 2007

Press.Alt.

[ft]

Load

[%] KTAS FF[l/h]

Jet-A1 NM Hours

10000 60 102 15,8 1080 10,6

10000 70 108 18,6 971 9,0

10000 80 113 21,7 871 7,7

10000 90 119 25,3 787 6,6

12000 60 103 15,8 1091 10,6

12000 70 109 18,6 980 9,0

12000 80 114 21,7 879 7,7

12000 88 119 24,5 813 6,8

Figure 5-7b Cruise Performance, Range and Endurance with long-

range tanks, Cessna 172N

Supplement POH Reims/Cessna (F)172 N & P

Page 5-19

Issue 2

Revision -, March 12, 2007

CRUISE PERFORMANCE, RANGE AND ENDURANCE with

standard tanks (Cessna 172P)

Conditions:

Takeoff weight 1089 kg

Flaps Up

Zero wind

Notes:

(1) Endurance information are based on standard tanks with

134.3 (35.5 US gal) usable fuel

(2) Increase true airspeed (KTAS) and maximum range (NM)

by 1% per 10°C above ISA temperature.

Press.Alt.

[ft]

Load

[%] KTAS FF[l/h]

Jet-A1 NM Hours

2000 60 81 15,8 689 8,5

2000 70 87 18,6 628 7,2

2000 80 93 21,7 576 6,2

2000 90 98 25,3 520 5,3

4000 60 92 15,8 782 8,5

4000 70 98 18,6 708 7,2

4000 80 103 21,7 637 6,2

4000 90 109 25,3 579 5,3

6000 60 97 15,8 825 8,5

6000 70 103 18,6 744 7,2

6000 80 108 21,7 668 6,2

6000 90 114 25,3 605 5,3

8000 60 100 15,8 850 8,5

8000 70 105 18,6 758 7,2

8000 80 111 21,7 687 6,2

8000 90 116 25,3 616 5,3

Supplement POH Reims/Cessna (F)172 N & P

Page 5-20

Issue 2

Revision -, March 12, 2007

Press.Alt.

[ft]

Load

[%] KTAS FF[l/h]

Jet-A1 NM Hours

10000 60 101 15,8 859 8,5

10000 70 107 18,6 773 7,2

10000 80 112 21,7 693 6,2

10000 90 118 25,3 626 5,3

12000 60 102 15,8 867 8,5

12000 70 108 18,6 780 7,2

12000 80 113 21,7 699 6,2

12000 88 118 24,5 647 5,5

Figure 5-7c Cruise Performance, Range and Endurance with

standard tanks, Cessna 172P

Supplement POH Reims/Cessna (F)172 N & P

Page 5-21

Issue 2

Revision -, March 12, 2007

CRUISE PERFORMANCE, RANGE AND ENDURANCE with long-

range tanks (Cessna 172P)

Conditions:

Takeoff weight 1089 kg

Flaps Up

Zero wind

Notes:

(1) Endurance information are based on standard tanks with

167.3 l (44.2 US gal) usable fuel

(2) Increase true airspeed (KTAS) and maximum range (NM)

by 1% per 10°C above ISA temperature.

Press.Alt.

[ft]

Load

[%] KTAS FF[l/h]

Jet-A1 NM Hours

2000 60 81 15,8 858 10,6

2000 70 87 18,6 783 9,0

2000 80 93 21,7 717 7,7

2000 90 98 25,3 648 6,6

4000 60 92 15,8 974 10,6

4000 70 98 18,6 881 9,0

4000 80 103 21,7 794 7,7

4000 90 109 25,3 721 6,6

6000 60 97 15,8 1027 10,6

6000 70 103 18,6 926 9,0

6000 80 108 21,7 833 7,7

6000 90 114 25,3 754 6,6

8000 60 100 15,8 1059 10,6

8000 70 105 18,6 944 9,0

8000 80 111 21,7 856 7,7

8000 90 116 25,3 767 6,6

Supplement POH Reims/Cessna (F)172 N & P

Page 5-22

Issue 2

Revision -, March 12, 2007

Press.Alt.

[ft]

Load

[%] KTAS FF[l/h]

Jet-A1 NM Hours

10000 60 101 15,8 1069 10,6

10000 70 107 18,6 962 9,0

10000 80 112 21,7 863 7,7

10000 90 118 25,3 780 6,6

12000 60 102 15,8 1080 10,6

12000 70 108 18,6 971 9,0

12000 80 113 21,7 871 7,7

12000 88 118 24,5 806 6,8

Figure 5-7d Cruise Performance, Range and Endurance with long-

range tanks, Cessna172N

Supplement POH Reims/Cessna (F)172 N & P

Page 5-23

Issue 2

Revision -, March 12, 2007

POWER DIAGRAM

Figure 5-8 Adjustable Engine Power

Supplement POH Reims/Cessna (F)172 N & P

Page 5-24

Issue 2

Revision -, March 12, 2007

Figure 5-9 Engine Power Over Altitude

Supplement POH Reims/Cessna (F)172 N & P

Page 6-1

Issue 2

Revision -, March 12, 2007

Section 6

HANDLING ON GROUND

MAINTENANCE

 CAUTION: Normally, a refill of coolant or gearbox oil between

service intervals is not necessary.

In case of low coolant or gearbox oil levels, inform the

maintenance company immediately.

▲ WARNING: Do not start the engine in any case when filling levels

are below the corresponding minimum marking.

ENGINE OIL

Both TAE 125 engine variants are filled with 4.5 - 6 l engine oil (refer to

section 1 of this supplement for specification).

A dip stick is used to check the oil level. It is accessible by a flap on the

upper right-hand side of the engine cowling.

Notice that on warm engines 5 minutes after engine shut-off there are

80% of the entire engine oil in the oil pan and therefore visible on the oil

dipstick. On warm engines oil should be added if the oil dip stick shows

oil levels below 50%. After 30 minutes the real oil level is visible on the

dip stick.

The drain screw is located on the lower left-hand outside of the oil pan,

the oil filter is on the upper left-hand side of the housing.

The oil system has to be checked for sealing after the first 5 operating

hours (visual inspection).

Checks and changes of oil and oil filter have to be performed regularly

according to the engine Operation and Maintenance Manual. See

OM-02-01 for the TAE 125-01 engine or OM-02-02 for the TAE 125-02

engine.

The Supplement of the Aircraft Maintenance Manual has to be

considered as well. See AMM-20-01 for the TAE 125-01 engine or AMM-

20-02 for the TAE 125-02 engine.

Supplement Reims/POH Cessna (F)172 N & P

Page 6-2

Issue 2

Revision -, March 12, 2007

GEARBOX OIL

To ensure the necessary propeller speed, both TAE 125 engine variants

are equipped with a reduction gearbox filled with 1,0 l gearbox oil. (refer

to section 1 of this supplement for specification)

The level can be checked through a viewing glass on the lower leading

edge of the gearbox. To do so, open the flap on the left front side of the

engine cowling.

The drain screw is located at the lowest point of the gearbox. A filter is

installed upstream of the pump, as well as microfilter in the Constant

Speed Unit. Check the gearbox for sealing after the first 5 hours of

operation (visual inspection). Regular checks as well as oil and filter

changes have to be performed in accordance with the engine Operation

and Maintenance Manual. See OM-02-01 01 for the TAE 125-01 engine

or OM-02-02 for the TAE 125-02 engine.

The Supplement of the Aircraft Maintenance Manual has to be

considered as well. See AMM-20-01 for the TAE 125-01 engine or AMM-

20-02 for the TAE 125-02 engine.

FUEL

Both TAE 125 engine variants can be operated with kerosene fuel.

Due to the higher specific density of turbine engine fuel in comparison to

aviation gasoline (AVGAS) the permissible capacity for standard tanks

was reduced as mentioned in Section 1.

Appropriate placards are attached near the fuel filler connections.

For temperature limitations refer to Section 2 „Limitations“ and Section 4

„Normal Operation“.

It is recommended to refuel before each flight and to enter the type of fuel

into the log-book.

Supplement POH Reims/Cessna (F)172 N & P

Page 6-3

Issue 2

Revision -, March 12, 2007

COOLANT

To cool the engine a liquid cooling system was installed with a

water/BASF Glysantin Protect Plus/G48 mixture at a ratio of 1:1.

A heat exchanger for cabin heating is part of the cooling system.

Check the cooling system for sealing after the first 5 hours of operation

(visual inspection).

The coolant has to be changed in accordance with the engine Operation

and Maintenance Manual. See OM-02-01 for the TAE 125-01 engine or

OM-02-02 for the TAE 125-02 engine.

The Supplement of the Aircraft Maintenance Manual has to be

considered as well. See AMM-20-01 for the TAE 125-01 engine or AMM-

20-02 for the TAE 125-02 engine.

 Note: The ice flocculation point of the coolant is –36°C.

 CAUTION: The water has to satisfy the following requirements:

1. visual appearance: colorless, clear and no

deposits allowed

2. pH-value: 6.5 to 8.5

3. maximum water hardness: 2.7 mmol/l

4. maximum hydrogen carbonate concentration:

100 mg/l

5. maximum chloride concentration: 100 mg/l

6. maximum sulfate concentration: 100 mg/l

 Note: The waterworks also provide information. In general,

tap water may be diluted with distilled water. Pure

distilled water may not be used to mix with BASF

Glysantin Protect Plus/G48.

■ CAUTION: Between scheduled maintenance topping-up coolant

or gearbox oil should not be necessary.

If low coolant or low gearbox oil level is detected,

inform your service centre immediately.

▲ WARNING: It is not allowed to start the engine with low level

coolant or gearbox oil.

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Section 7

WEIGHT & BALANCE

Item

Weight x Arm = Moment

(kg) (m) (mkp)

Empty Weight

plus Engine Oil

(6 l at 0.9 kg/l) -0.31

plus Gearbox Oil

(1 l at 0.9 kg/l) -0.69

1.17

plus unusable fuel

standard tanks

(11.4 l at 0.80 kg/l)

long-range tanks

(15.1 l at 0.80 kg/l) 1.17

plus Coolant

(4 l at 1.0 kg/l) -0.26

Changes in Equipment

Basic Empty Weight

Figure 7-2a Calculating the Basic Empty Weight

Supplement POH Reims/Cessna (F)172 N & P

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Item

Weight x Arm = Moment

(lbs) (in) (lbs-in)

Empty Weight

plus Engine Oil

(1.6 US gal at 7.5 lbs/US gal) -12

plus Gearbox Oil

(0.26 US gal at 7.5 lbs/US gal) -27

plus unusable fuel

standard tanks

(3 US gal at 6.7 lb/US Gal)

long-range tanks

(4 US gal at 6.7 lb/US Gal)

plus Coolant

(1 US gal at 8.3 lbs/US gal) -10

Changes in Equipment

Basic Empty Weight

Figure 7-2b Calculating the Basic Empty Weight

Supplement POH Reims/Cessna (F)172 N & P

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Moment

mkp

Your Airplane

Weight

Moment

mkp

Sample Airplane

Weight

Calculating Weight and Moment

1.Basic Empty Weight

Use the values for your airplane with the present

equipment.

Unusable fuel, engine oil, gearbox oil and coolant

. are included.

2. Usable Fuel (at 0.80 kg/l)

Standardtanks 134.3 l max.)

Langstreckentanks (167.3 l max.)

3. Pilot and Front Passenger

(Station 0.86 to 1.17 m)

4. Rear Passengers

5.*Baggage Area 1 or Passenger on the

children's seat

(Station 2.08 to 2.74; max.54 kg)

6.*Baggage Area 2

(Station 2.74 to 3.61; max 23 kg)

7. Ramp Weight and Moment

8. Fuel allowance for engine start, taxi and

runup

9. Takeoff Weight and Moment

(Subtract Step 8 from Step 7)

10. Locate this point in Figure 7-8 for the Load Moment in mkp

Check if its within the envelope.

* Maximum allowable combined weight capacity for Baggage Areas 1 and 2 is 54 kg..

Figure 7-3a Calculating Weight and Moment

Supplement POH Reims/Cessna (F)172 N & P

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Moment

lbs-in

/1000

Your Airplane

Weight

lbs

Moment

lbs-in

/1000

Sample Airplane

Weight

lbs

Calculating Weight and Moment

1.Basic Empty Weight

Use the values for your airplane with the present

equipment.

Unusable fuel, engine oil, gearbox oil and coolant

. are included.

2. Usable Fuel (at 6.7 lb/ US gal)

Standardtanks F,G,H (35.5 US gal max.)

Long Range tanks (44.2 US gal max.)

3. Pilot and Front Passenger

(Station 0.34 to 46 in)

4. Rear Passengers

5.*Baggage Area 1 or Passenger on the

children's seat

(Station 82 to108 in; max. 120 lbs)

6.*Baggage Area 2

(Station 108 to 142; max. 50 lbs)

7. Ramp Weight and Moment

8. Fuel allowance for engine start, taxi and

runup

9. Takeoff Weight and Moment

(Subtract Step 8 from Step 7)

10. Locate this point in Figure 7-8 for the Load Moment in lbs-in/1000

Check if its within the envelope.

* Maximum allowable combined weight capacity for Baggage Areas 1 and 2 is 120 lbs.

Figure 7-3b Calculating Weight and Moment

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LOAD MOMENT

50 l

100 l

100

120

140

160

180

200

0 50 100 150 200 250 300 350

Load Moment (mkp)

Weight (kg)

Rear Passengers Fuel (0,80 kg/l)

Baggage Area 1 Baggage Area 2

Pilot and Front Passenger

Figure 7-4 Load Moment

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Section 8

SPECIAL EQUIPMENT

EQUIPMENT LIST

EXTERNAL POWER RECEPTACLE

(1) LIMITATIONS

 Note: It is not allowed to start up the engine using

external power.

For 12Volt system only:

Following instructions are to be attached as a placard inside of the

access flap for the External Power Receptacle:

CAUTION 12 V DC

OBSERVE CORRECT POLARITY

Minus to Ground

Reversed Polarity May Damage The Electrical Equipment

For 24Volt system only:

Following instructions are to be attached as a placard inside of the

access flap for the External Power Receptacle:

CAUTION 24 V DC

OBSERVE CORRECT POLARITY

Minus to Ground

Reversed Polarity May Damage The Electrical Equipment

CARBURETOR AIR TEMPERATURE GAGE

N/A

QUICK OIL DRAIN VALVE

N/A

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POH C 172N&P FAA 2 0 Cessna_172_C172NP_F172NP POH_Supplement Thielert_Engine Cessna 172 C172NP F172NP Supplement Thielert Engine

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