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| Editor's Note | ix | |
| Section 1 | General Description | |
| Introduction to the Cessna 172 | 3 | |
| The Airframe | 5 | |
| The Flight Controls | 6 | |
| The Landing Gear | 8 | |
| The Engine | 10 | |
| The Propeller | 11 | |
| The Ignition System | 12 | |
| The Oil System | 13 | |
| The Starter System | 14 | |
| The Fuel System | 15 | |
| The Carburetor | 18 | |
| The Electrical System | 20 | |
| The Stall Warning System | 23 | |
| The Lighting System | 24 | |
| The Vacuum System | 25 | |
| The Pitot-Static System | 26 | |
| The Heating and Ventilation System | 28 | |
| Seats and Harnesses | 29 | |
| Doors and Windows | 32 | |
| Section 2 | Limitations | |
| Cessna 172 Dimensions | 3 | |
| The "V" Airspeed Code | 4 | |
| Cessna 172N Limitations | 5 | |
| Airspeed Limitations C172N 1976-78 | 5 | |
| Airspeed Indicator Markings C172N 1976-78 | 5 | |
| Maximum Demonstrated Crosswind Component C172N 1976-78 | 5 | |
| Airspeed Limitations C172N 1979-81 | 5 | |
| Airspeed Indicator Markings C172N 1979-81 | 6 | |
| Maximum Demonstrated Crosswind Component C172N 1979-81 | 6 | |
| Airframe Limitations C172N | 6 | |
| Flight Load Factors C172N | 6 | |
| Performance Limitations C172N | 6 | |
| Engine Limitations C172N | 7 | |
| Oil Quantity C172N | 7 | |
| Fuel System C172N | 7 | |
| Miscellaneous Limitations C172N | 7 | |
| Cessna 172P Limitations | 8 | |
| Airspeed Limitations C172P 1981-85 | 8 | |
| Airspeed Indicator Markings C172P 1981-85 | 8 | |
| Maximum Demonstrated Crosswind Component C172P 1981-85 | 8 | |
| Airframe Limitations C172P | 8 | |
| Flight Load Factors C172P | 9 | |
| Performance Limitations C172P | 9 | |
| Engine Limitations C172P | 9 | |
| Oil Quantity C172P | 9 | |
| Fuel System C172P | 10 | |
| Miscellaneous Limitations C172P | 10 | |
| Oil Grades | 10 | |
| Fuel Grades | 11 | |
| Section 3 | Handling the Cessna 172 | |
| Ground Handling | 3 | |
| Engine Starting | 4 | |
| Starting with a Suspected Flooded Engine | 4 | |
| Starting in Cold Ambient Conditions (below 0[degree]C) | 5 | |
| Taxiing | 5 | |
| Power and Pre-Takeoff Checks | 7 | |
| Takeoff | 8 | |
| Climbing | 8 | |
| Cruising Flight | 9 | |
| Engine Handling | 9 | |
| Stalling | 10 | |
| Spins | 10 | |
| Descent | 12 | |
| Landing | 12 | |
| Parking and Tie Down | 14 | |
| Section 4 | Mixture and Carburetor Icing Supplement | |
| Carburetor Icing | 3 | |
| How Carburetor Icing Forms | 3 | |
| Conditions Likely to Lead to Carburetor Icing | 5 | |
| Symptoms of Carburetor Icing | 5 | |
| Use of Carburetor Heat | 6 | |
| The Mixture Control | 7 | |
| Reasons for Adjusting the Mixture | 9 | |
| Use of the Mixture Control | 9 | |
| Section 5 | Expanded C 172 Pre-Flight Check List | |
| Approaching Aircraft | 3 | |
| In Cabin | 3 | |
| External | 4 | |
| Port Landing Gear | 4 | |
| Port Wing | 5 | |
| Front Fuselage and Engine | 6 | |
| Starboard Wing | 7 | |
| Starboard Landing Gear | 8 | |
| Starboard Fuselage | 9 | |
| Tail Unit | 10 | |
| Port Fuselage | 11 | |
| Section 6 | Cessna 172 Loading and Performance | |
| Loading | 3 | |
| Mathematical Weight and Balance Calculation | 6 | |
| Use Of The Loading Graph | 8 | |
| Cessna 172 Center of Gravity Moment Envelope | 11 | |
| Cessna 172 Loading Graph | 12 | |
| Performance | 13 | |
| C172 Takeoff and Landing Performance Tables | 13 | |
| Takeoff Performance | 14 | |
| Takeoff Distance Calculation Example | 15 | |
| Landing Performance | 17 | |
| Landing Distance Calculation Example | 18 | |
| C172 Takeoff Distances, Short Field (2,400 Ibs.) | 19 | |
| C172 Takeoff Distances, Short Field (2,200, 2,000 Ibs.) | 20 | |
| C172 Landing Distances, Short Field | 21 | |
| Cruise Performance | 22 | |
| Runway Dimensions | 22 | |
| The Takeoff Run Available (TORA) | 22 | |
| Runway Dimensions Diagram | 23 | |
| The Accelerate/Stop Distance (A/SD) | 24 | |
| The Takeoff Distance Available (TODA) | 24 | |
| The Landing Distance Available (LDA) | 24 | |
| Section 7 | Conversions | |
| Takeoff Distance Factors | 3 | |
| Landing Distance Factors | 4 | |
| Runway Contamination | 5 | |
| Use of the Wind Component Graph | 6 | |
| Wind Component Graph | 7 | |
| Temperature Conversions | 8 | |
| Distance--Meters/Feet Table | 9 | |
| Distance--Nautical Miles/Statute Miles Table | 10 | |
| Volume (Fluid) Table | 11 | |
| Index |
| Price | Condition | Delivery | Seller | Action |
| $99.99 | Digital |
| WonderClub |
Mike Davis
reviewed Cessna 172 on September 14, 2020 Cessna 172
Little fuss is made over aviation today. We've come to accept it as routine, even mundane, as travelers today refer to many fully booked flights as "cattle cars" and become summarily irate when delay is imposed on them by weather or mechanical breakdown. This wasn't at all the case in 1910. Nothing about flying was routine and, except among dreamers, it wasn't at all clear that it ever would become so. In late May of 1910 Glenn H. Curtiss achieved a flight of 150 miles, from Albany, N.Y. to New York City in two and one half hours, average 54 MPH. This was such an extraordinary feat that the New York Times gave it six full pages of text and photos, coverage that probably stands as a record still today. Other aviation milestones of 1910 include the first international aviation meet held in the U.S. at Dominguez Field near Los Angeles in January; races between airplanes and cars are always won by the cars; Charles Rolls round trip crossing of the English Channel; and the first U.S. solo flight by a woman, Blanche Scott in September.
Chasing Icarus is an apt title for this book about men who were self assured about their ability to overreach and succeed. The names of some of these men are well known, others less so. Mortimer lays good groundwork of events as people prepare and practice and strive, often succeeding and, as often, failing and failing fatally. He illustrates the attitudes of people toward flight in 1910 and shows how the press of the time, much like modern media, were more interested in being first to report than they were in getting it fast and right.
There are three parallel stories here and they are unfortunately a bit too independent of each other to paint a full picture of the development of aviation during 1910. There's also not much background on the airships and balloons, though it's to be recognized that they weren't evolving the way airplanes were. Airplanes also offered social glamor that the others lacked as well as having the significant advantage of being able to "perform" before an audience at length. Naturally, there's a share of intrigue and back room deal making.
I found the earlier pages a bit of a slog but from the plates to the end I enjoyed it immensely.
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Add Cessna 172, Each guide in this comprehensive series covers the fundamentals of flying and the principal characteristics of a specific type of aircraft, gathered from the advice and experiences of leading experts in the aviation industry. Geared for pilots interested , Cessna 172 to your collection on WonderClub |
