CESSNA 172 R QUESTION BANK

Propeller ground clearance : 11

Min. turning radius (Pivot point to outboard wingtip): 275
Fuel : 100LL Color Blue
Ramp weight: Normal Category-2457lbs
Fuel additive should not exceed: 1% for Isopryl alcohol or .10% to .15% for DiEGME
Operations must be carried out with caution and only in smooth air: Yellow arc 129-136kts
ASI White arc: 33-85 KIAS, Green arc: 44-129 KIAS
Max window opening speed- 163 KIAS
Oil pressure Min.
Red line 20psi
Normal
Green arc 50-90
Max
Red line 115 psi
10. Abrupt use of controls prohibited above 99 kts (Normal Category); 94 kts (Utility category)
11. Total fuel: 28USG+28USG= 56US Gallons
Unusable 1.5 USG each tank
12. Max. slip or skid duration with one tank dry: 30secs
13. Calibration Card Magnetic compass- 30 increments
14. Inadvertent icing Turn back or change altitude
15. With alternator side of the master switch off, compass deviations of as much as 25 may occur
16. Maximum airspeed and altimeter variation from normal is 4kts and 30
17. The alternator control unit includes an over voltage sensor which normally will automatically shut
down the alternator if the charge voltage reaches approximately 31.5 volts. Restart only when on
ground.
18. Best ROC, MSL = 79 KIAS
19. Prior to flight, check that pitot heater is warm to touch within 30sec with battery and pitot heat
switches ON
20. Oil: Do not operate with less than 5qts. Fill to 8qts for extended flight
21. RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between
magnetos
22. After starting Oil pressure should indicate pressure within green arc in 30 seconds in summer and
approximately 1 minute in very cold weather.
23. Starter duty cycle: Crank the starter for 10 sec. followed by a 20 sec. cool down period, this can be
repeated two additional times followed by a 10min. cool down period. After cool down, crank the
starter again, three cycles of 10sec followed by 20 seconds of cool down.
24. Alternator check: a Positive verification can be made by loading electrical system momentarily (3
to 5 seconds) with the landing light or operating the wing flaps during engine run up (1800 RPM)
25. Normal en-route climb are performed with flaps up and full throttle and at speeds 5 to 10 kts
higher than best ROC speeds for the best combination of performance, visibility and engine
cooling.
26. Normal cruising: 60-80% power
27. Until a total of 50 hrs has accumulated or oil consumption has stabilized, cruising should be done at
80% power.
28. Stall warning horn which sounds between 5 to 10 kts above stall in all configurations.
29. Operations in direct cross winds of 15 kts has been demonstrated
30. Min. turning radius with differential braking is approx. 27
31. Nose wheel turns through an arc of 10 each side of centre by applying either R/L brake. This arc
can be increased up to 30
32. Single slot type flaps, mechanical stop provided at 10,20 and 30 positions
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33. Flap system is protected by 10 amp CB

34. Landing gear: Main tubular spring steel; Nose Air/Oil shock strut
35. Bottom edge of the fuel filler tab, 17.5 gallons unusable in each tank
36. Operating with one tank dry when full or less do not allow airplane to remain in uncoordinated
flight for periods in excess of 30 secs
37. Parking brakes: Set the brakes with rudder pedals, pull the handle aft, and rotate it 90 down
38. Voltage < 24.5 volts, red annunciation volts will flash for approximately 10 seconds before
becoming steady.
39. Attitude indicator has index marks 10,20,30,60 and 90 degrees.
40. DG- lower left: adjusts the compass card error to correct for precision, lower right is used to move
the heading bug.
41. Avionics Fan operates when Master and Avionics switches are both ON
42. Avoid covering opening on back side of microphone for optimum noise canceling.
43. Stuck microphone is kept continuously for greater than 33 seconds, the transmitter stops
transmitting.
44. VSI indicated ROC/ROD in feet per min.
45. Carburetor icing is indicated by loss of RPM in fixed pitch propeller and loss of manifold pressure
in constant speed propeller.
46. Engine flooding during start up
47. To get maximum cabin heating, Cabin heat knob fully out and cabin heat knob fully in.
48. Best fuel economy: Peak EGT
49. In voltmeter /OAT Clock pushing upper control button will change the display on the window to:
E.F.C.E (Pushing the upper control button will sequence the window from Voltage to Fahrenheit ('F') to centigrade ('C')
and again back to voltage.)

50. Black smoke from exhaust?

51. Alternate static vent positioned at: Centre case of instrument panel
52. ELT annunciator
53. OAT/ voltmeter gauge select switch may be tested by putting the select button down for 3 seconds
to start
54. When oil pressure is below 20psi, OIL PRESS illuminates
55. In event of alternate static vent open, air speed indicator will give an error of 4 knots and altimeter
error will be 30 in closed window conditions.
56. Annunciator does not activate on: Low fuel flow and Low RPM
57. DGI should be aligned regularly on long haul flights for: Precession.
58. Avionics cooling fan switches ON automatically when avionics master is ON
59. In event of static tube blockage: ASI reads error.
60. To permit heavy cabin loading, fuel load can be reduced to 17.5 gallons usable in each tank.
61. Aircraft tires are 6 ply rated
62. Fuel system verifying is essential to the system operation. Blockages of the system will result in
decreased fuel flow and even result in engine stoppage. Verifying is accompanied by an
interconnecting live from right to left fuel tank.
63. Fuel flow meter range is: 0 11 GPH. Cruising fuel flow 5.6 to 9.3 GPH depending on height,
power and OAT.
64. Tire pressure: Main: 28psi, Nose : 34psi
65. Nose gear: Oleo pneumatic shock strut - Air Pressure 45 psi.
66. Temperature Lapse Rate as per ISA: 2C/1000
67. Full Rich mixture MUST be used when operating above 80% power.
68. For easy starting in cold weather, use Primer.
69. Examination of fuel in the system for contamination should be done after every refueling and
before first flight of the day.
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