Egyptian Aviation Academy 2021
LIMITATIONS &EMERGENCY PROCEDURES
CESSNA 172R
By C\D
THE EGYPTIAN AVIATION ACADEMY | El Wahat Road 6th of October
MFC LIMITATIONS &EMERGENCY PROCEDURES
Jeppesen IR-CPl 13
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MFC LIMITATIONS &EMERGENCY PROCEDURES
pg. 2
MFC LIMITATIONS &EMERGENCY PROCEDURES
AIRSPEED INDICATOR MARKINGS
MARKING KIAS VALUE SIGNIFICANCE
OR RANGE
Red Arc* 20 - 33 Low airspeed warning.
White Arc 33 - 85 Full Flap Operating Range. Lower limit is maximum weight VSO in landing
configuration.
Upper limit is maximum speed permissible with flaps extended.
Green Arc 44 - 129 Normal Operating Range. Lower limit is maximum weight VS1 at most
forward C.G. with flaps retracted. Upper limit is maximum structural
cruising speed.
Yellow 129 - 163 Operations must be conducted with caution and only in smooth air.
Arc
Red Line 163 Maximum speed for all operations.
*G1000 airspeed indicator only.
POH
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MFC LIMITATIONS &EMERGENCY PROCEDURES
AIRSPEED LIMITATIONS
SYMBOL SPEED KCAS KIAS REMARKS
VNE Never Exceed Speed 160 163 Do not exceed this speed in any operation.
VNO Maximum Structural 126 129 Do not exceed this speed except in smooth air,
Cruising Speed and then only with caution.
VA Maneuvering Speed: Do not make full or abrupt control movements
above this speed.
2450 Pounds 97 99
2200 Pounds 93 94
1600 Pounds 82 82
VFE Maximum Flap Extended Do not exceed this speed with flaps down.
Speed:
108 110
FLAPS 10°
FLAPS 10° to FULL 84 85
----- Maximum Window Open 160 163 Do not exceed this speed with windows open.
Speed
AIRSPEEDS FOR EMERGENCY OPERATIONS
ENGINE FAILURE AFTER TAKEOFF
Wing Flaps UP ...................................65KIAS
WingFlaps10°-FULL .............................60KIAS
MANEUVERING SPEED
2450 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99 KIAS
2200 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94 KIAS
1600 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 KIAS
MAXIMUM GLIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIAS
PRECAUTIONARY LANDING WITH ENGINE POWER. . . . . .60 KIAS
LANDING WITHOUT ENGINE POWER
Wing Flaps UP ...................................65KIAS
WingFlaps10°-FULL .............................60KIAS
Balked landing (Go around ) ......................55 KIAS
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MFC LIMITATIONS &EMERGENCY PROCEDURES
POWERPLANT LIMITATIONS
Engine Manufacturer: Textron Lycoming
Engine Model Number: IO-360-L2A
Maximum Power: 160 BHP Rating
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Engine Speed: . . . . . . . . . . . . . . . . . . . . . . . . . .2400 RPM
Maximum Oil Temperature: . . . . . . . . . . . . . . . . . . . . .245°F (118°C)
Oil Pressure, Minimum: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 PSI
Oil Pressure, Maximum: ............................115PSI
POWERPLANT INSTRUMENT MARKINGS
INSTRUMENT RED LINE RED YELLOW GREEN ARC RED
(MIN) ARC ARC (NORMAL ARC
(LWR) OPERATING (UPR)
RANGE)
Tachometer ---- ---- ---- 1900 to 2400 2400*
RPM to
2700
RPM
Cylinder Head ---- ---- ---- 200 to 500°F ----
Temperature
Oil ---- ---- ---- 100 to 245°F 245*
Temperature to
250°F
Oil Pressure ---- 0 to ---- 50 to 90 PSI 115*
20 PSI to 120
PSI
Fuel Quantity 0 (1.5 ---- 0 to 5 5 to 24 ----
Gallons Gallons Gallons
Unusable
Each
Tank)
Fuel Flow ---- ---- ---- 0 to 11 GPH ----
Vacuum ---- ---- ---- 4.5 to 5.5 ----
Indicator in.hg.
*Maximum operating limit is lower end of red arc.
POH 2-7
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MFC LIMITATIONS &EMERGENCY PROCEDURES
FUEL LIMITATIONS
Total Fuel: ...............................56.0U.S.GALLONS (28.0 GALLONS per tank)
Usable Fuel (all flight conditions): . .53.0 U.S. GALLONS (26.5 GALLONS per tank)
Unusable Fuel: . . . . . . . . . . . . . . .. . .3.0 U.S. GALLONS (1.5 GALLONS per tank)
Approved Fuel Grades (And Colors):
100LL Grade Aviation Fuel (Blue)
100 Grade Aviation Fuel (Green)
FLAP LIMITATIONS
Approved Takeoff Range:............................ UPto10°
Approved Landing Range: . . . . . . . . . . . . . . . . . . . . . . . . . .UP to FULL
OIL CAPACITY
Sump.................................... 8U.S.QUARTS
Total..................................... 9U.S.QUARTS
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight . . . . . . . . . . . . . . . . . . . . . . . . . 1639 POUNDS Maximum Useful Load,
Normal Category ............818POUNDS
Maximum Useful Load, Utility Category. . . . . . . . . . . . . . 568 POUNDS
MAXIMUM CERTIFICATED WEIGHTS
Ramp Weight:
Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2457 POUNDS
Utility Category .............................2207POUNDS
Takeoff Weight:
Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2450 POUNDS
Utility Category .............................2200POUNDS
Landing Weight:
Normal Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2450 POUNDS
Utility Category .............................2200POUNDS
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MFC LIMITATIONS &EMERGENCY PROCEDURES
EMERGENCY PROCEDURES
ENGINE FAILURES
DURING TAKEOFF ROLL
1. Throttle Control - IDLE (pull full out)
2. Brakes - APPLY
IMMEDIATELY AFTER TAKEOFF
1. Airspeed - 65 KIAS - Flaps UP
60 IAS - Flaps 10° - FULL
2. Land - STRAIGHT AHEAD
DURING FLIGHT (Restart Procedures)
1. Airspeed - 65 KIAS (best glide speed)
2. FUEL SHUTOFF Valve - ON (push full in)
3. FUEL SELECTOR Valve - BOTH
4. FUEL PUMP Switch - ON
5. Mixture Control - RICH (if restart has not occurred)
FIRES
Engine Fire
DURING START ON GROUND
1. MAGNETOS Switch - START (continue cranking to start the engine)
IF ENGINE STARTS
2. Power - 1800 RPM (for a few minutes)
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MFC LIMITATIONS &EMERGENCY PROCEDURES
3. Engine - SHUTDOWN (inspect for damage)
IF ENGINE FAILS TO START
2. Throttle Control - FULL (push full in)
3. Mixture Control - IDLE CUTOFF (pull full out)
4. MAGNETOS Switch - START (continue cranking)
5. FUEL SHUTOFF Valve - OFF (pull full out)
6. FUEL PUMP Switch - OFF
7. MAGNETOS Switch - OFF
8. STBY BATT Switch - OFF
9. MASTER Switch (ALT and BAT) - OFF
IN FLIGHT
1. Mixture Control - IDLE CUTOFF (pull full out)
2. FUEL SHUTOFF Valve - OFF (pull full out)
3. FUEL PUMP Switch - OFF
4. MASTER Switch (ALT and BAT) - OFF
ELECTRICAL Fire
IN FLIGHT
1. STBY BATT Switch - OFF
2. MASTER Switch (ALT and BAT) - OFF
3. Cabin Vents - CLOSED (to avoid drafts)
4. CABIN HT and CABIN AIR Control Knobs - OFF (push full in) (to avoid drafts)
5. Fire Extinguisher - ACTIVATE (if available)
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MFC LIMITATIONS &EMERGENCY PROCEDURES
CABIN FIRE
1. STBY BATT Switch - OFF
2. MASTER Switch (ALT and BAT) - OFF
3. Cabin Vents - CLOSED (to avoid drafts)
4. CABIN HT and CABIN AIR Control Knobs - OFF (push full in) (to avoid drafts)
5. Fire Extinguisher - ACTIVATE (if available)
WING FIRE
1. LAND and TAXI Light Switches – OFF
2. NAV Light Switch – OFF
3. STROBE Light Switch – OFF
4. PITOT HEAT Switch - OFF
ICING
INADVERTENT ICING ENCOUNTER DURING FLIGHT
1. PITOT HEAT Switch - ON
2. Turn back or change altitude (to obtain an outside air
temperature that is less conducive to icing)
3. CABIN HT Control Knob - ON (pull full out)
4. Defroster Control Outlets - OPEN (to obtain maximum windshield
defroster airflow)
5. CABIN AIR Control Knob - ADJUST (to obtain maximum defroster heat and airflow)
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MFC LIMITATIONS &EMERGENCY PROCEDURES
STATIC SOURCE BLOCKAGE
(ERRONEOUS INSTRUMENT READING SUSPECTED)
1. ALT STATIC AIR Valve - ON (pull full out)
VACUUM SYSTEM FAILURE
LOW VACUUM ANNUNCIATOR COMES ON
1. Vacuum Indicator (VAC) - CHECK EIS ENGINE PAGE (make sure vacuum pointer is in green
band limits)
HIGH CARBON MONOXIDE (CO) LEVEL ADVISORY
CO LVL HIGH ANNUNCIATOR COMES ON
1. CABIN HT Control Knob - OFF (push full in)
2. CABIN AIR Control Knob - ON (pull full out)
3. Cabin Vents - OPEN
4. Cabin Windows - OPEN (163 KIAS maximum windows open speed)
Communication failure (VMC)(ABC book)
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MFC LIMITATIONS &EMERGENCY PROCEDURES
1. Ensure that you are using the correct frequency.
2. Try a different frequency for the ATC facility, if available.
3. Check the volume and squelch on your transceiver.
4. Try the alternate Transceiver if it’s installed
5. Switch transponder to code 7600.
6. Check the switch position on your audio control panel.
7. Verify that your mike is properly plugged into the jack. If you are wearing headsets,
ensure that both the speaker and mike plugs are in the jacks all the way.
8. Try the hand-held mike if you are using headsets.
9. Transmit position reports and intentions, assuming the aircraft transmitter is
operating, and prefixing all transmissions with “TRANSMITTING BLIND”.
10.Turn on landing lights, beacons, and strobe lighting.
11.approach the aerodrome side-on to the main runway or runway-in-use, and carry out
a standard overhead circuit joining procedure; 500ft above the traffic pattern height.
12. rock the wings while flying in front of the tower.
13.Watch Tower light signals.
14.Take the first attempt to land around fuel permitting if no lights received by tower
15.On your second trip around, clear the runway yourself if no lights and land
Communication failure
IMC conditions.
If the failure occurs in IFR conditions, each pilot must continue the flight according to the
following:
A) Route.
1. By the route assigned in the last ATC clearance received;
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MFC LIMITATIONS &EMERGENCY PROCEDURES
2. If being radar vectored, by the direct route from the point of radio failure to the fix,
route, or airway specified in the vector clearance;
3. In the absence of an assigned route, by the route that ATC has advised may be expected
in a further clearance; or
4. In the absence of an assigned route or a route that ATC has advised may be expected in a
further clearance by the route filed in the flight plan.
B) Altitude.
At the HIGHEST of the following altitudes or flight levels FOR THE ROUTE SEGMENT BEING
FLOWN:
• The altitude or flight level assigned in the last ATC clearance received;
• The minimum altitude (converted, if appropriate, to minimum flight level as
prescribed in 14 CFR Section 91.121(c)) for IFR operations; or
• The altitude or flight level ATC has advised may be expected in a further clearance.
NOTE-
The intent of the rule is that a pilot who has experienced two‐way radio failure should
select the appropriate altitude for the particular route segment being flown and make
the necessary altitude adjustments for subsequent route segments. If the pilot received
an “expect further clearance” containing a higher altitude to expect at a specified time or
fix, maintain the highest of the following altitudes until that time/fix:
(1) the last assigned altitude; or
(2) the minimum altitude/flight level for IFR operations.
Upon reaching the time/fix specified, the pilot should commence climbing to the altitude
advised to expect. If the radio failure occurs after the time/fix specified, the altitude to
be expected is not applicable and the pilot should maintain an altitude consistent with 1
or 2 above. If the pilot receives an “expect further clearance” containing a lower altitude,
the pilot should maintain the highest of 1 or 2 above until that time/fix specified in
subparagraph (c) Leave clearance limit, below.
C) Leave clearance limit.
1. When the clearance limit is a fix from which an approach begins, commence descent
or descent and approach as close as possible to the expect further clearance time if
one has been received, or if one has not been received, as close as possible to the
Estimated Time of Arrival (ETA) as calculated from the filed or amended (with ATC)
Estimated Time En Route (ETE).
2. If the clearance limit is not a fix from which an approach begins, leave the clearance
limit at the expect further clearance time if one has been received, or if none has
been received, upon arrival over the clearance limit, and proceed to a fix from which
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MFC LIMITATIONS &EMERGENCY PROCEDURES
an approach begins and commence descent or descent and approach as close as
possible to the estimated time of arrival as calculated from the filed or amended
(with ATC) estimated time en route.
Lost procedures VFR
1. Try to establish radio contact with any nearby ATC unit equipped with radar or VDF. If unsuccessful make a PAN call on
121.50 MHz
2. Consider the weather, light remaining and fuel state. Climb if necessary to enhance visual and radio range.
3. Fly a cardinal heading (N, S, E or W) towards an identifiable line feature outside the circle of uncertainty
4. Fly along the feature until position can be fixed
5. Divert to nearest suitable airfield
Thank you
Keep it up
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