Cessna 162 Skycatcher Aircraft Pilot. Operating Handbook (2009)

CESSNA

SECTION 4

MODEL 162

WEIGHT AND BALANCE/

GARMIN G300

EQUIPMENT LIST

WEIGHT AND BALANCE/

EQUIPMENT LIST

TABLE OF CONTENTS

Page

Introduction

4-3

Comprehensive Equipment List

4-4

Airplane Weighing Procedures

4-8

Airplane Weighing Form

4-9

Sample Weight and Balance Record

4-13

Weight And Balance

4-15

Baggage Tiedown

4-16

Sample Loading Problem

4-17

Loading Graph

4-21

Loading Arrangements

4-23

Internal Cabin Dimensions

4-25

Center Of Gravity Moment Envelope

4-27

Center of Gravity Limits

4-29

162PHUS-00

U.S.

4-1/4-2

CESSNA

SECTION 4

MODEL 162

WEIGHT AND BALANCE/

GARMIN G300

EQUIPMENT LIST

INTRODUCTION

This section describes the procedure for establishing the basic empty

weight and moment of the airplane. Sample forms are provided for

reference. Procedures for calculating the weight and moment for

various operations are also provided. For additional information

regarding Weight and Balance procedures, refer to the Aircraft Weight

and Balance Handbook (FAA-H-8083-1). A comprehensive list of

Cessna equipment available for this airplane is included in this section.

Specific information regarding the weight, arm, moment and installed

equipment for this airplane as delivered from the factory can be found

in the plastic envelope in the back of this POH.

WARNING

IT IS THE RESPONSIBILITY OF THE PILOT TO MAKE

SURE THE AIRPLANE IS LOADED PROPERLY.

OPERATION OUTSIDE OF PRESCRIBED WEIGHT AND

BALANCE LIMITATIONS COULD RESULT IN AN

ACCIDENT AND SERIOUS OR FATAL INJURY.

162PHUS-00

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4-3

SECTION 4

CESSNA

WEIGHT AND BALANCE/

MODEL 162

EQUIPMENT LIST

GARMIN G300

COMPREHENSIVE EQUIPMENT LIST

Figure 4-1 is a comprehensive list of all Cessna equipment which is available for

the Model 162 airplane equipped with Garmin G300 Integrated Cockpit System

(Serials 16200001 and On). This comprehensive equipment list provides the

following information in column form:

In the ITEM NO column, each item is assigned a coded number. The first two

digits of the code represent the identification of the item within Air Transport

Association Specification 100 (11 for Paint and Placards; 24 for Electrical

Power; 77 for Engine Indicating, etc.). These assignments also correspond to

the Maintenance Manual chapter for the airplane. After the first two digits, items

receive a unique sequence number (01, 02, 03, etc.). After the sequence

number, a suffix letter is assigned to identify equipment as a required item, a

standard item or an optional item.

Suffix letters are as follows:

R = Required items or equipment for ASTM certification.

S =

Standard equipment items.

O = Optional equipment items replacing required or standard items.

A =

Optional equipment items which are in addition to required or

standard items.

In the EQUIPMENT LIST DESCRIPTION column, each item is assigned a

descriptive name to help identify its function.

In the REF DRAWING column, a Cessna drawing number is provided which

corresponds to the item.

NOTE

If additional equipment is to be installed, it must be done in

accordance with the reference drawing, service bulletin or a separate

ASTM approval.

In the WT LBS and ARM INS columns, information is provided on the weight (in

pounds) and arm (in inches) of the equipment item.

NOTE

• Unless otherwise indicated, true values (not net change values)

for the weight and arm are shown. Positive arms are distances aft

of the airplane datum; negative arms are distances forward of the

datum.

• Asterisks (*) in the weight and arm column indicate complete

assembly installations. Some major components of the assembly

are listed on the lines immediately following. The sum of these

major components does not necessarily equal the complete

assembly installation.

4-4

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CESSNA

SECTION 4

MODEL 162

WEIGHT AND BALANCE/

GARMIN G300

EQUIPMENT LIST

REF

ARM

ITEM NO

EQUIPMENT LIST DESCRIPTION

DRAWING

LBS

INS.

11 - PAINT AND PLACARDS

11-01-S

PAINT, OVERALL WHITE WITH COLOR STRIPE

0900001

16.83*

174.29

- OVERALL WHITE COLOR

0900001

16.58

174.38

- COLOR STRIPING

0919002

0.25

168.35

21 - AIR CONDITIONING

21-01-S

VENTILATORS, ADJUSTABLE, CABIN AIR

0914100

0.86

122.88

21-02-S

CABIN HEATER SYSTEM, SHROUDED MUFFLER

0914100

1.01

99.15

TYPE

21-03-R

AVIONICS COOLING FAN - S4000-4

0918101

0.30

116.06

22 - AUTO FLIGHT

22-01-O

AUTOPILOT INSTALLATION

0901120

7.17

111.43

23 - COMMUNICATIONS

23-01-R

NAV/COM/GPS #1 COMPUTER

- SL40 INTEGRATED AVIONICS UNIT

0918101

2.10

117.22

- CI2480-201 VHF COMM/GPS ANTENNA

0918123

0.56

164.78

- CI420-10 XM ANTENNA AND CABLE ASSY

0918503

1.02

147.49

23-02-O

AUDIO INTERCOM

- PM3000 AUDIO PANEL

0918504

1.04

118.31

24 - ELECTRICAL POWER

24-01-R

ALTERNATOR, 12 VOLT, 60 AMP

0950000

6.80

83.36

24-02-R

BATTERY, 12 VOLT, 14.0 AMP HOUR - PC545

0918130

11.40

98.35

24-03-S

BATTERY, STANDBY 12 VOLT - PS-1208

0918104

0.8

109.44

24-04-O

GROUND SERVICE POWER RECEPTACLE

0918505

3.33

97.62

25 - EQUIPMENT/FURNISHINGS

25-01-R

SEAT, PILOT

0919021

7.79

146.23

25-02-S

SEAT, FRONT PASSENGER

0919021

7.79

146.23

25-03-R

SEAT BELT AND SHOULDER HARNESS,

0919022

1.47

161.57

MANUAL ADJUST, PILOT

25-04-S

SEAT BELT AND SHOULDER HARNESS,

0919022

1.47

161.57

MANUAL ADJUST, FRONT PASSENGER

25-05-S

BAGGAGE RESTRAINT NET

0919030

0.10

176.21

25-06-S

PILOT'S OPERATING HANDBOOK

2.00

160.59

25-07-R

PILOT’S CHECKLIST

1.00

160.59

25-08-S

GARMIN G300 PILOT’S GUIDE

1.00

160.59

25-09-S

FUEL SAMPLING CUP

1.00

160.59

25-10-S

AK-450-C - 2 FREQUENCY ELT

0918114

2.50

201.79

- ANTENNA AND CABLE - 450017-C

0.16

198.34

25-11-O

AK-451-C - 3 FREQUENCY ELT

0918508

2.20

201.79

- ANTENNA AND CABLE - 450017-1B-C

0.18

198.34

25-12-O

SUN VISORS (SET OF TWO)

0911010

1.65

126.44

25-13-O

BALLISTIC RECOVERY SYSTEM

0901105

34.86

168.50

Figure 4-1 (Sheet 1 of 3)

162PHUS-03

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4-5

SECTION 4

CESSNA

WEIGHT AND BALANCE/

MODEL 162

EQUIPMENT LIST

GARMIN G300

REF

ARM

ITEM NO

EQUIPMENT LIST DESCRIPTION

DRAWING

LBS

INS.

25 - EQUIPMENT/FURNISHINGS (Continued)

25-14-O

TAIL TIEDOWN GUARD

0901130

0.14

286.38

25-15-R

AFT BULKHEAD CLOSEOUT NET

0919017

1.13

191.32

26 - FIRE PROTECTION

26-01-O

FIRE EXTINGUISHER

0901600-1

2.77*

160.59*

- FIRE EXTINGUISHER, HAND TYPE

A344T

2.53

160.59

- MOUNTING CLAMP AND HARDWARE

0.24

160.59

27 - FLIGHT CONTROLS

27-01-R

DUAL CONTROLS

- CONTROL STICK ASSEMBLY

0961510

0.85

122.98

- RUDDER AND BRAKE PEDALS

0961331

0.46

108.02

28 - FUEL

28-01-R

FUEL INDICATOR (EACH)

0916101

0.08

136.02

28-02-O

FUEL PRIMER ASSEMBLY

0901200

0.63

106.60

31 - INDICATING/RECORDING SYSTEM

31-01-R

PNEUMATIC STALL WARNING SYSTEM

0914300

0.55

127.11

31-02-R

OUTSIDE AIR TEMPERATURE (OAT) PROBE

0918121

0.30

166.03

32 - LANDING GEAR

32-01-R

WHEEL BRAKE AND TIRE, 5.00 X 5 MAIN (2)

0941000

- WHEEL ASSY (EACH)

4.16

149.52

- BRAKE ASSY (EACH)

1.46

151.73

- TIRE AND TUBE, 4-PLY, 5.00 X 5, BLACKWALL

5.62

149.52

(EACH)

32-02-R

WHEEL AND TIRE ASSY, 4.00 X 5 NOSE

0942000

- WHEEL ASSY

3.50

86.92

- TIRE AND TUBE, 8-PLY, 4.00 X 5, BLACKWALL

2.38

86.92

32-03-O

WHEEL FAIRING AND INSTALLATION

- WHEEL FAIRING, NOSE

0942200

2.57

87.55

- WHEEL FAIRINGS, MAIN (EACH)

0941200

3.77

151.52

33 - LIGHTS

33-01-S

COCKPIT LIGHT (LED) - CL5190

0918103

0.12

146.00

33-02-R

NAV/STROBE LIGHT (EACH)

0928007

0.97

142.74

33-03-S

LANDING/TAXI LIGHT

0928007

1.36

129.28

34 - NAVIGATION

34-01-R

PFD DISPLAY

- GDU 370 DISPLAY

0918101

1.56

121.56

34-02-O

MFD DISPLAY

- GDU 375 DISPLAY

0918502

2.40

121.56

34-03-R

ATTITUDE HEADING REFERENCE SENSOR

(ADAHRS)

- GSU 73 ADAHRS

0918109

3.33

104.32

Figure 4-1 (Sheet 2)

4-6

U.S.

162PHUS-03

CESSNA

SECTION 4

MODEL 162

WEIGHT AND BALANCE/

GARMIN G300

EQUIPMENT LIST

REF

ARM

ITEM NO

EQUIPMENT LIST DESCRIPTION

DRAWING

LBS

INS.

34 - NAVIGATION (Continued)

34-04-R

TRANSPONDER

- GTX-327 TRANSPONDER

0918101

2.40

118.76

- TRANSPONDER ANTENNA

0918122

0.06

116.91

34-05-O

COMPASS, MAGNETIC

0918509

1.16

124.47

61 - PROPELLER

61-01-R

FIXED

PITCH

COMPOSITE

PROPELLER

ASSEMBLY

- MCCAULEY 67 INCH COMPOSITE PROPELLER

1L100/LSA6754

9.42

65.03

- MCCAULEY 3.115 INCH PROPELLER SPACER

B-7925

2.02

65.03

61-02-O

FIXED

PITCH

ALUMINUM

PROPELLER

ASSEMBLY

- MCCAULEY 67 INCH ALUMINUM PROPELLER

1A162/TCD6754

22.79

65.03

- MCCAULEY 3.115 INCH PROPELLER SPACER

B-7925

2.02

65.03

61-03-R

SPINNER INSTALLATION, PROPELLER

- SPINNER SHELL

D-7945

0.91

65.03

- SPINNER FRONT SUPPORT ASSEMBLY

C-7961

0.20

65.03

- SPINNER BULKHEAD ASSEMBLY

D-7962

1.06

65.03

- MOUNTING HARDWARE

1.52

65.03

71 - POWERPLANT

71-01-R

FILTER, INDUCTION AIR

0950000

0.50

83.00

71-02-O

WINTERIZATION KIT INSTALLATION

0901260

1.48

72.87

(INSTALLED ARM SHOWN)

- BREATHER TUBE INSULATION

0901250-5, -10

0.58

77.74

- COWL INLET COVERS (INSTALLED)

0901250-1, -2

0.90

69.73

72 - ENGINES

72-01-R

ENGINE, TELEDYNE CONTINENTAL MOTORS

0950000

213.78

83.95

O-200D

77 - ENGINE INDICATING

77-01-R

ENGINE TACHOMETER SENSOR

0950000

0.02

92.29

77-02-O

EXHAUST THERMOCOUPLE

0918506

0.04

78.64

78 - EXHAUST

78-01-R

EXHAUST SYSTEM

9950100

8.00

77.67

79 - OIL

79-01-R

OIL COOLER INSTALLATION

0950000

3.83

83.36

79-02-R

OIL PRESSURE SENSOR - P165-5281

0950000

0.32

80.81

79-03-R

OIL TEMPERATURE SENSOR - S2335-1

0950000

0.15

80.81

79-04-O

OIL QUICK DRAIN INSTALLATION

0901240

0.06

90.08

Figure 4-1 (Sheet 3)

162PHUS-03

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SECTION 4

CESSNA

WEIGHT AND BALANCE/

MODEL 162

EQUIPMENT LIST

GARMIN G300

AIRPLANE WEIGHING PROCEDURES

Preparation:

a. Inflate tires to recommended operating pressures.

b. Defuel airplane. Refer to the Maintenance Manual.

c. Service engine oil as required to obtain a normal full

indication (approximately 5 quarts on dipstick).

d. Raise flaps to the fully retracted position.

e. Place all control surfaces in neutral position.

Remove all non-required items from airplane.

Level:

a. Place scales under each wheel (minimum scale capacity,

1000 pounds).

b. Deflate the nose tire to properly center the bubble in the

level (Refer to Figure 4-2).

Weigh:

a. Weigh airplane in a closed hangar to avoid errors caused by

air currents.

b. With the airplane level and brakes released, record the

weight shown on each scale. Deduct the tare, if any, from

each reading.

Measure:

a. Obtain measurement A by measuring horizontally (along the

airplane centerline) from a line stretched between the main

wheel centers to a plumb bob dropped from the firewall.

b. Obtain measurement B by measuring horizontally and

parallel to the airplane centerline, from center of nosewheel

axle, left side, to a plumb bob dropped from the line between

the main wheel centers. Repeat on right side and average

the measurements.

Using weights from step 3 and measurements from step 4, the

Basic Empty Weight and C.G. can be determined by completing

Figure 4-2 (Sheet 3 or Sheet 4).

Changes to the Airplane Weight and Balance due to alteration or

repair must be documented in a permanent record within the

POH similar to that shown in Figure 4-3.

A new Basic Empty Weight and CG Arm based on actual

airplane weight (as weighed) is required after a major repair or

alteration. It is recommended that the airplane be weighed to

verify Basic Empty Weight and CG Arm at intervals not to

exceed 5 years.

4-8

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CESSNA

SECTION 4

MODEL 162

WEIGHT AND BALANCE/

GARMIN G300

EQUIPMENT LIST

WEIGHT AND BALANCE

The following information will enable you to operate your Cessna within

the prescribed weight and center of gravity limitations. To determine

weight and balance, use the Sample Loading Problem (Figure 4-4),

Loading Graph (Figure 4-5), and Center of Gravity Moment Envelope

(Figure 4-8) as follows:

Enter the appropriate basic empty weight and moment/1000 from the

weight and balance records for your airplane in the YOUR AIRPLANE

column of the Sample Loading Problem.

NOTE

In addition to the basic empty weight and moment noted on

these records, the C.G. arm (FS) is also shown, but need

not be used on the Sample Loading Problem. The moment

which is shown must be divided by 1000 and this value

used as the moment/1000 on the loading problem.

Use the Loading Graph to determine the moment/1000 for each

additional item to be carried; then list these on the loading problem.

NOTE

Loading Graph information for the pilot, passenger and

baggage is based on baggage loaded in the center of the

baggage areas as shown on the Loading Arrangements

diagram. For loadings which may differ from these, the

Sample Loading Problem lists fuselage stations (FS) for

these items to indicate their forward and aft C.G. range

limitations (baggage area limitation). Refer to Figures 4-6

and

4-7 for additional loading information. Additional

moment calculations, based on the actual weight and C.G.

arm (FS) of the item being loaded, must be made if the

position of the load is different from that shown on the

Loading Graph.

Total the weights and moments/1000 and plot these values on the

Center of Gravity Moment Envelope to determine whether the point

falls within the envelope, and if the loading is acceptable.

(Continued Next Page)

162PHUS-01

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4-15

SECTION 4

CESSNA

WEIGHT AND BALANCE/

MODEL 162

EQUIPMENT LIST

GARMIN G300

WEIGHT AND BALANCE (Continued)

BAGGAGE TIEDOWN

A nylon baggage net, having four tiedown straps, is provided as

standard equipment to secure baggage on the cabin floor. Six eyebolts

serve as attaching points for the net. A placard located on the right side

of the baggage compartment, below the window, defines the weight

limitations in the baggage areas.

NOTE

Maximum weight in the baggage compartment area is 50

pounds (22.68 kg) with a maximum floor loading of 8

pounds per square foot (39.05 kilograms per square meter).

4-16

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162PHUS-01

CESSNA

SECTION 4

MODEL 162

WEIGHT AND BALANCE/

GARMIN G300

EQUIPMENT LIST

SAMPLE LOADING PROBLEM - U.S. UNITS

WEIGHT AND MOMENT

TABULATION

SAMPLE

YOUR

ITEM DESCRIPTION

AIRPLANE

Weight

Moment

Weight

Moment

(lbs)

(lb-ins/

(lbs)

(lb-ins/

1000)

1 - Basic Empty Weight

(Use the data pertaining to your airplane

as it is presently equipped. Includes

unusable fuel and full oil)

834

110.1

2 - Usable Fuel (At 6 Lbs./Gal.)

- Standard Fuel - 24 Gallons Maximum

144

20.6

- Reduced Fuel - 12 Gallons

3 - Pilot and Front Passenger (FS 142)

300

42.6

4 - Baggage (FS 155 to 190)

50 Pounds Maximum

7.9

5 - RAMP WEIGHT AND MOMENT

1324

181.2

6 - Fuel allowance for engine start, taxi and

runup

-4.0

-0.6

7 - TAKEOFF WEIGHT AND MOMENT

(Subtract Step 8 from Step 7)

1320

180.6

8 - Locate this point (1320 at 180.6) on the Center of Gravity Moment Envelope,

and since this point falls within the envelope, the loading is acceptable.

Figure 4-4 (Sheet 1 of 4)

162PHUS-00

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MODEL 162

EQUIPMENT LIST

GARMIN G300

SAMPLE LOADING PROBLEM - METRIC UNITS

WEIGHT AND MOMENT

TABULATION

SAMPLE

YOUR

ITEM DESCRIPTION

AIRPLANE

Weight

Moment

Weight

Moment

(kgs)

(kg-mm/

(kgs)

(kg-mm/

1000)

1 - Basic Empty Weight

(Use the data pertaining to your airplane

as it is presently equipped. Includes

unusable fuel and full oil)

378.3

1268.4

2 - Usable Fuel (At 0.72 Kg./Liter)

- Standard Fuel - 90.82 Liters Maximum

65.4

244.5

- Reduced Fuel - 45.41 Liters

3 - Pilot and Front Passenger (FS 3607)

136.1

490.9

4 - Baggage (FS 3937 to 4826)

22.6 Kilograms Maximum

19.9

86.9

5 - RAMP WEIGHT AND MOMENT

599.7

2090.7

6 - Fuel allowance for engine start, taxi and

runup

-1.8

-6.6

7 - TAKEOFF WEIGHT AND MOMENT

(Subtract Step 8 from Step 7)

597.9

2084.1

8 - Locate this point (597.9 at 2084.1) on the Center of Gravity Moment Envelope,

and since this point falls within the envelope, the loading is acceptable.

Figure 4-4 (Sheet 2)

4-18

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WEIGHT AND BALANCE/

MODEL 162

EQUIPMENT LIST

GARMIN G300

SAMPLE LOADING PROBLEM - METRIC UNITS

YOUR

AIRPLANE

Weight

Moment

Weight

Moment

Weight

Moment

(Kgs)

(Kgs-mm/

(Kgs)

(Kgs-mm/

(Kgs)

(Kgs-mm/

1000)

NOTE

When several loading configurations are representative of

your operations, it may be useful to fill out one or more of

the above columns so specific loadings are available at a

glance.

Figure 4-4 (Sheet 4)

4-20

U.S.

162PHUS-00

CESSNA

SECTION 4

MODEL 162

WEIGHT AND BALANCE/

GARMIN G300

EQUIPMENT LIST

LOADING ARRANGEMENTS - U.S. UNITS

*Pilot and front seat passenger center of gravity for average

occupant.

**Arm measured to the center of the areas shown.

NOTE

• All dimensions shown are in inches.

• The usable fuel C.G. arm is located at FS 143.26.

• The aft baggage wall (approximate FS 190.00) can be

used as a convenient interior reference point for

determining the location of baggage area fuselage

stations.

Figure 4-6* (Sheet 1 of 2)

162PHUS-01

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4-23

SECTION 4

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WEIGHT AND BALANCE/

MODEL 162

EQUIPMENT LIST

GARMIN G300

LOADING ARRANGEMENTS - METRIC UNITS

*Pilot and front seat passenger center of gravity for average

occupant.

**Arm measured to the center of the areas shown.

NOTE

• All dimensions shown are in millimeters.

• The usable fuel C.G. arm is located at FS 3638.80.

• The aft baggage wall (approximate FS 4826) can be

used as a convenient interior reference point for

determining the location of baggage area fuselage

stations.

Figure 4-6* (Sheet 2)

4-24

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162PHUS-01

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SECTION 5

MODEL 162

PERFORMANCE

GARMIN G300

PERFORMANCE

TABLE OF CONTENTS

Page

Introduction

5-3

Use of Performance Charts

5-3

Sample Problem

5-4

Takeoff

5-5

Cruise

5-6

Fuel Required

5-7

Landing

5-9

Demonstrated Operating Temperature

5-9

Airspeed Calibration

5-10

Stall Speeds At 1320 Pounds

5-11

Short Field Takeoff Distance At 1320 Pounds

5-12

Short Field Landing Distance At 1320 Pounds

5-13

Maximum Rate Of Climb At 1320 Pounds

5-14

Time, Fuel And Distance To Climb At 1320 Pounds

5-15

Cruise Performance

5-16

Temperature Conversion Chart

5-17

Crosswind Component

5-18

162PHUS-00

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5-1/5-2

CESSNA

SECTION 5

MODEL 162

PERFORMANCE

GARMIN G300

INTRODUCTION

Performance data charts on the following pages are presented so that

you may know what to expect from the airplane under various

conditions and to facilitate the planning of flights in detail with

reasonable accuracy. The data in the charts has been computed from

actual flight tests with the airplane and engine in good condition and

using average piloting techniques.

Fuel flow data for cruise is based on the recommended lean mixture

setting at all altitudes. Some indeterminate variables such as mixture

leaning technique, fuel metering characteristics, engine and propeller

condition, and air turbulence may account for variations of 10% or more

in range and endurance. Therefore, it is important to utilize all available

information to estimate the fuel required for the particular flight and to

flight plan in a conservative manner.

USE OF PERFORMANCE CHARTS

Performance data is presented in tabular form to illustrate the effect of

different variables. Sufficiently detailed information is provided in the

tables so that conservative values can be selected and used to

determine the particular performance figure with reasonable accuracy.

162PHUS-01

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5-3

SECTION 5

CESSNA

PERFORMANCE

MODEL 162

GARMIN G300

SAMPLE PROBLEM

The following sample flight problem utilizes information from the

various charts to determine the predicted performance data for a typical

flight. Assume the following information has already been determined:

AIRPLANE CONFIGURATION:

Takeoff weight

1320 Pounds

Usable fuel

24.0 Gallons

TAKEOFF CONDITIONS:

Field pressure altitude

1500 Feet

Temperature

28°C (16°C Above Standard)

Wind component along runway

14 Knot Head Wind

Field length

3500 Feet

CRUISE CONDITIONS:

Total distance

260 Nautical Miles

Pressure altitude

5500 Feet

Temperature

20°C (16°C Above Standard)

Expected wind enroute

10 Knot Head Wind

LANDING CONDITIONS:

Field pressure altitude

2000 Feet

Temperature

25°C

Field length

3000 Feet

(Continued Next Page)

5-4

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162PHUS-01

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SECTION 5

MODEL 162

PERFORMANCE

GARMIN G300

SAMPLE PROBLEM (Continued)

TAKEOFF

The takeoff distance chart, Figure 5-3, 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, altitude and temperature. For example, in

this particular sample problem, the takeoff distance information

presented for a weight of 1320 pounds, pressure altitude of 2000 feet

and a temperature of 30°C should be used and results in the following:

860 Feet

Ground roll

Total distance to clear a 50-foot obstacle

1495 Feet

These distances are well within the available takeoff field length.

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

information presented in the note section of the takeoff chart. The

correction for a 14 knot head wind is:

14 Knots

X 10% = 20% Decrease

7 Knots

This results in the following distances, corrected for wind:

Ground roll, zero wind

860 Feet

Decrease in ground roll (860 feet X 20%)

-172 Feet

Corrected ground roll

688 Feet

Total distance to clear a 50-foot obstacle, zero wind

1495 Feet

Decrease in total distance (1495 feet X 20%)

-299 Feet

Corrected total distance to clear 50-foot obstacle

1196 Feet

(Continued Next Page)

162PHUS-01

U.S.

5-5

SECTION 5

CESSNA

PERFORMANCE

MODEL 162

GARMIN G300

SAMPLE PROBLEM (Continued)

CRUISE

The cruising altitude should be selected based on a consideration of

trip length, winds aloft and the airplane's 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 Figure 5-7, the

maximum rate of climb chart presented in Figure 5-5, and the time, fuel

and distance to climb chart presented in Figure 5-6.

The cruise performance chart, Figure 5-7, is entered at 6000 feet

pressure altitude and 20°C above standard temperature. These values

most nearly correspond to the planned altitude and expected

temperature conditions. The engine speed chosen is 2750 RPM, which

results in the following:

Power

64%

True airspeed

108 Knots

Cruise fuel flow

6.0 GPH

(Continued Next Page)

5-6

U.S.

162PHUS-01

CESSNA

SECTION 5

MODEL 162

PERFORMANCE

GARMIN G300

SAMPLE PROBLEM (Continued)

FUEL REQUIRED

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

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

problem, the time, fuel and distance to climb may be determined from

Figure 5-6 for maximum rate of climb. The difference between the

values shown in the table for 5500 feet and 1500 feet results in the

following:

Time:

6.5 Minutes

Fuel:

0.9 Gallons

Distance:

6.0 Nautical Miles

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 on the

climb chart. The approximate effect of a nonstandard temperature is to

increase the time, fuel and distance by 10% for each 10°C above

standard temperature, due to the lower rate of climb. In this case,

assuming a temperature 16°C above standard the correction would be:

16°C

X 10% = 16% Increase

10°C

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

follows:

Fuel to climb, standard temperature

0.9 Gallons

Increase due to non-standard temperature (0.9 X 16%)

0.1 Gallons

Corrected fuel to climb

1.0 Gallons

Using a similar procedure for the distance to climb results in 7 nautical

miles.

The resultant cruise distance is:

Total distance

260 Nautical Miles

Climb distance

-7 Nautical Miles

Cruise distance

253 Nautical Miles

(Continued Next Page)

162PHUS-01

U.S.

5-7

SECTION 5

CESSNA

PERFORMANCE

MODEL 162

GARMIN G300

SAMPLE PROBLEM (Continued)

FUEL REQUIRED (Continued)

With an expected 10 knot head wind, the ground speed for cruise is

predicted to be:

108 Knots

-10 Knots

98 Knots

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

253 Nautical Miles = 2.6 Hours

98 Knots

The fuel required for cruise is:

2.6 hours 6.0 gallons/hour = 15.6 Gallons

A 30-minute reserve requires:

6.0 gallons/hour = 3.0 Gallons

The total estimated fuel required is as follows:

Engine start, taxi, and takeoff

0.6 Gallons

Climb

1.0

Gallons

Cruise

15.6

Gallons

Reserve

3.0 Gallons

Total fuel required

20.2

Gallons

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

accurate basis for estimating the time enroute and the corresponding

fuel required to complete the trip with ample reserve.

(Continued Next Page)

5-8

U.S.

162PHUS-01

CESSNA

SECTION 5

MODEL 162

PERFORMANCE

GARMIN G300

SAMPLE PROBLEM (Continued)

LANDING

A procedure similar to takeoff should be used for estimating the landing

distance at the destination airport. Figure 5-4 presents landing distance

information for the short field technique. The distances corresponding

to 2000 feet and 30°C are as follows:

Ground roll

760 Feet

Total distance to clear a 50-foot obstacle

1485 Feet

A correction for the effect of wind may be made based on information

presented in the note section of the landing chart, using the same

procedure as outlined for takeoff.

DEMONSTRATED OPERATING TEMPERATURE

Satisfactory engine cooling has been demonstrated for this airplane

with an outside air temperature 23°C above standard. This is not to be

considered as an operating limitation. Reference should be made to

Section 2 for engine operating limitations.

162PHUS-01

U.S.

5-9

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

EMERGENCY PROCEDURES

TABLE OF CONTENTS

Page

Introduction

6-5

Airspeeds For Emergency Operations

6-5

EMERGENCY PROCEDURES

6-6

ENGINE FAILURES AND MALFUNCTIONS

6-6

Engine Failure During Takeoff Roll

6-6

Engine Failure Immediately After Takeoff

6-6

Engine Failure During Flight (Restart Procedures)

6-7

Oil PSI Indicator In Red Band Range (Red Digits)

6-7

Carb °F Indicator In Yellow Band Range (Yellow Digits)

6-8

FORCED LANDINGS

6-9

Emergency Landing Without Engine Power

6-9

Precautionary Landing With Engine Power

6-10

Ditching

6-11

FIRES

6-12

During Start On Ground

6-12

Engine Fire In Flight

6-12

Electrical Fire or Cabin Fire In Flight

6-13

Wing Fire

6-14

ICING

6-15

Inadvertent Icing Encounter During Flight

6-15

ABNORMAL LANDINGS

6-17

Landing With Partial or No Flight Instrument Information

6-17

Landing With A Flat Main Tire

6-17

Landing With A Flat Nose Tire

6-18

Door Open in Flight

6-18

Landing With Door Open

6-18

(Continued Next Page)

162PHUS-00

U.S.

6-1

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

TABLE OF CONTENTS (Continued)

Page

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS . . . 6-19

Loss Of All Electrical Power (Except PFD)

6-19

LOW VOLTS Annunciator Comes On or Volts Indication Below

Green Band Range or Volts Less Than 12.5

6-20

Volts Indication Above Green Band Range or

Volts More Than 15

6-22

AIR DATA, ATTITUDE AND HEADING REFERENCE SYSTEM

(ADAHRS) FAILURE

6-23

Red X - PFD or MFD Indicators (Airspeed, Altitude, Attitude,

Horizontal Situation Indicator (HSI), or Engine Indicating

System (EIS))

6-23

PFD/MFD DISPLAY MALFUNCTION OR FAILURE

6-24

PFD or MFD Display Black (No Information)

6-24

PFD or MFD Display Information Not Updating

6-25

Electric Pitch Trim Failure

6-26

(Continued Next Page)

6-2

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

TABLE OF CONTENTS (Continued)

Page

AMPLIFIED EMERGENCY PROCEDURES

6-27

Engine Failure

6-27

Maximum Glide

6-28

Forced Landings

6-29

Landing Without Elevator Control

6-30

Fires

6-30

Emergency Operation In Clouds

6-31

Executing A 180° Turn In Clouds (ADAHRS FAILED)

6-31

Emergency Descent Through Clouds (ADAHRS FAILED)

6-32

Recovery From Spiral Dive In The Clouds (ADAHRS FAILED) .6-33

Inadvertent Flight Into Icing Conditions

6-34

Spins

6-35

Rough Engine Operation Or Loss Of Power

6-36

Carburetor Icing

6-36

Spark Plug Fouling

6-36

Magneto Malfunction

6-36

Idle Power Engine Roughness

6-37

Low Oil Pressure

6-37

Electrical Power Supply System Malfunctions

6-38

Excessive Rate Of Charge

6-38

Insufficient Rate Of Charge

6-39

Other Emergencies

6-40

Windshield Damage

6-40

G300 Failures

6-40

162PHUS-00

U.S.

6-3/6-4

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

INTRODUCTION

Section 6 provides checklist and amplified procedures for coping with

emergencies that may occur. Emergencies caused by airplane or

engine malfunctions are extremely rare if proper preflight inspections

and maintenance are practiced. Enroute weather emergencies can be

minimized or eliminated by careful flight planning and good judgment

when unexpected weather is encountered. However, should an

emergency arise, the basic guidelines described in this section should

be considered and applied as necessary to correct the problem. In any

emergency situation, the most important task is continued control of the

airplane and maneuver to execute a successful landing.

Emergency procedures associated with optional or supplemental

equipment are found in Section 10, Supplements.

AIRSPEEDS FOR EMERGENCY OPERATIONS

ENGINE FAILURE AFTER TAKEOFF

Wing Flaps UP

70 KIAS

Wing Flaps 10° - FULL

65 KIAS

MANEUVERING SPEED

1320 POUNDS

89 KIAS

1200 POUNDS

85 KIAS

1100 POUNDS

80 KIAS

MAXIMUM GLIDE

70 KIAS

PRECAUTIONARY LANDING WITH ENGINE POWER

60 KIAS

LANDING WITHOUT ENGINE POWER

Wing Flaps UP

70 KIAS

Wing Flaps 10° - FULL

65 KIAS

162PHUS-02

U.S.

6-5

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

EMERGENCY PROCEDURES

Procedures in the Emergency Procedures Checklist portion of this

section shown in bold faced type are immediate action items which

should be committed to memory.

ENGINE FAILURES AND MALFUNCTIONS

ENGINE FAILURE DURING TAKEOFF ROLL

1. THROTTLE Control - IDLE (pull full out)

2. Brakes - APPLY

3. Wing Flaps - RETRACT

4. MIXTURE Control - IDLE CUTOFF (pull full out)

5. MAGNETOS Switch - OFF

6. MASTER Switch (ALT and BAT) - OFF

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Airspeed - 70 KIAS - Flaps UP

65 KIAS - Flaps 10° - FULL

2. MIXTURE Control - IDLE CUTOFF (pull full out)

3. FUEL SHUTOFF Valve - OFF (pull full out)

4. MAGNETOS Switch - OFF

5. Wing Flaps - AS REQUIRED (FULL recommended)

6. MASTER Switch (ALT and BAT) - OFF (when landing is

assured)

7. Land - STRAIGHT AHEAD

8. Doors - UNLATCH (just prior to touchdown)

NOTE

Both cabin doors are equipped with gas struts and should

open automatically when unlatched. Delaying opening until

just prior to touchdown will reduce cabin buffeting and wind

noise. Non-emergency flight with doors open is prohibited.

(Continued Next Page)

6-6

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

ENGINE FAILURES AND MALFUNCTIONS (Continued)

ENGINE FAILURE DURING FLIGHT (Restart Procedures)

1. Airspeed - 70 KIAS (best glide speed)

2. THROTTLE Control - IDLE (pull full out)

3. CARB HEAT Control Knob - ON (pull full out)

4. FUEL SHUTOFF Valve - ON (push full in)

5. MIXTURE Control - RICH (if restart has not occurred)

6. PRIMER - IN and LOCKED (if installed)

7. MAGNETOS Switch - BOTH (or START if propeller is stopped)

NOTE

the propeller is windmilling, engine will restart

automatically within a few seconds. If propeller has stopped

(possible at low speeds), turn MAGNETOS switch to

START, advance throttle slowly from idle and lean the

mixture from full rich as required to obtain smooth

operation.

OIL PSI INDICATOR IN RED BAND RANGE (RED DIGITS)

1. OIL °F - CHECK

IF OIL °F ABOVE GREEN BAND RANGE OR OIL °F RISING

(engine failure immanent)

2. Throttle Control - REDUCE POWER IMMEDIATELY

3. Airspeed - 70 KIAS (best glide speed)

4. Land as soon as possible (refer to EMERGENCY LANDING

WITHOUT ENGINE POWER)

IF OIL °F WITHIN GREEN BAND RANGE

2. OIL °F - MONITOR

3. OIL PSI - MONITOR

4. Land as soon as practical (nearest suitable airport

recommended)

(Continued Next Page)

162PHUS-01

U.S.

6-7

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

ENGINE FAILURES AND MALFUNCTIONS (Continued)

CARB °F INDICATOR IN YELLOW BAND RANGE

(YELLOW DIGITS)

1. ENGINE - MONITOR FOR ROUGHNESS AND/OR RPM LOSS

NOTE

Carb °F indicator in yellow band range indicates

temperatures may support carb icing formation.

IF ENGINE ROUGHNESS AND/OR RPM LOSS IS DETECTED

(CARB °F IN YELLOW BAND RANGE)

2. CARB HEAT Control Knob - ON (pull full out)

3. THROTTLE Control - FULL (push full in)

4. MIXTURE Control - LEAN (as required)

5. CARB °F Indicator - CHECK

IF ENGINE ROUGHNESS CONTINUES

6. CARB °F Indicator - MONITOR

7. ALTITUDE - CONSIDER CHANGE (to warmer or drier air mass

if terrain permits)

8. Land as soon as practical.

IF ENGINE ROUGHNESS IS NOT DETECTED (CARB °F ABOVE

YELLOW BAND RANGE)

6. CARB °F Indicator - MONITOR

7. CARB HEAT Control Knob - AS REQUIRED

8. Continue flight as normal.

6-8

U.S.

162PHUS-01

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

FORCED LANDINGS

EMERGENCY LANDING WITHOUT ENGINE POWER

1. Seats and Seat Belts - SECURE

2. Airspeed -70 KIAS - Flaps UP

65 KIAS - Flaps 10° - FULL

3. MIXTURE Control - IDLE CUTOFF (pull full out)

4. FUEL SHUTOFF Valve - OFF (pull full out)

5. Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ,

(give location, intentions and SQUAWK 7700)

6. MAGNETOS Switch - OFF

7. Wing Flaps - AS REQUIRED (FULL recommended)

8. MASTER Switch (ALT and BAT) - OFF (when landing is

assured)

9. ELT - ACTIVATE

10. Doors - UNLATCH (just prior to touchdown)

NOTE

Both cabin doors are equipped with gas struts and should

open automatically when unlatched. Delaying opening until

just prior to touchdown will reduce cabin buffeting and wind

noise. Non-emergency flight with doors open is prohibited.

11. Touchdown - SLIGHTLY TAIL LOW

12. Brakes - APPLY HEAVILY

(Continued Next Page)

162PHUS-00

U.S.

6-9

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

FORCED LANDINGS (Continued)

PRECAUTIONARY LANDING WITH ENGINE POWER

1. Seats and Seat Belts - SECURE

2. Airspeed - 70 KIAS

3. Wing Flaps - 10° or 25°

4. Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ,

(give location, intentions and SQUAWK 7700)

5. Selected Field - FLY OVER (noting terrain and obstructions)

6. Wing Flaps - FULL (on final approach)

7. Airspeed - 60 KIAS

8. MASTER Switch (ALT and BAT) - OFF (when landing assured)

9. ELT - ACTIVATE

10. Doors - UNLATCH (Just prior to touchdown)

NOTE

Both cabin doors are equipped with gas struts and should

open automatically when unlatched. Delaying opening until

just prior to touchdown will reduce cabin buffeting and wind

noise. Non-emergency flight with doors open is prohibited.

11. Touchdown - SLIGHTLY TAIL LOW

12. MIXTURE Control - IDLE CUTOFF (pull full out)

13. MAGNETOS Switch - OFF

14. Brakes - APPLY HEAVILY

6-10

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

FORCED LANDINGS (Continued)

DITCHING

1. Radio - TRANSMIT MAYDAY on 121.5 MHz, (give location,

intentions and SQUAWK 7700)

2. Heavy Objects (in baggage area) - SECURE OR JETTISON (if

possible)

3. Seats and Seat Belts - SECURE

4. Wing Flaps - 25° or FULL

5. Power - ESTABLISH 300 FT/MIN DESCENT AT 60 KIAS

NOTE

If no power is available, approach at 70 KIAS with Flaps UP

or at 65 KIAS with Flaps 10°.

6. Approach - High Winds, Heavy Seas - INTO THE WIND

Light Winds, Heavy Swells

- PARALLEL TO

SWELLS

7. ELT - ACTIVATE

8. Doors - UNLATCH (just prior to touchdown)

NOTE

Both cabin doors are equipped with gas struts and should

open automatically when unlatched. Delaying opening until

just prior to touchdown will reduce cabin buffeting and wind

noise. Non-emergency flight with doors open is prohibited.

9. Touchdown - LEVEL ATTITUDE AT ESTABLISHED 300 FT/MIN

DESCENT

10. Face - CUSHION AT TOUCHDOWN (with folded coat)

11. Airplane - EVACUATE THROUGH CABIN DOORS

162PHUS-00

U.S.

6-11

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

FIRES

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)

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. MAGNETOS Switch - OFF

7. MASTER Switch (ALT and BAT) - OFF

8. Engine - SECURE

9. Parking Brake - RELEASE

10. Fire Extinguisher - OBTAIN (have ground attendants obtain if not

installed)

11. Airplane - EVACUATE

12. Fire - EXTINGUISH (using fire extinguisher, wool blanket, or dirt)

13. Fire Damage

- INSPECT (repair or replace damaged

components and/or wiring before conducting another flight)

ENGINE FIRE IN FLIGHT

1. MIXTURE Control - IDLE CUTOFF (pull full out)

2. FUEL SHUTOFF Valve - OFF (pull full out)

3. MASTER Switch (ALT Only) - OFF

4. Cabin Vents - OPEN (as needed)

5. CABIN HEAT Control Knob - OFF (push full in) (to avoid drafts)

6. Airspeed - 85 KIAS (If fire is not extinguished, increase glide

speed to find an airspeed, within airspeed limitations, which will

provide an incombustible mixture)

7. Forced Landing - EXECUTE (refer to EMERGENCY LANDING

WITHOUT ENGINE POWER)

(Continued Next Page)

6-12

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

FIRES (Continued)

ELECTRICAL FIRE OR CABIN FIRE IN FLIGHT

1. MASTER Switch (ALT and BAT) - OFF

WARNING

OUTSIDE VISUAL REFERENCE MUST BE USED TO

MAINTAIN SITUATIONAL AWARENESS. ALL FLIGHT

INSTRUMENTS, RADIOS, AND PITCH TRIM WILL BE

INOPERATIVE WHEN MASTER SWITCH IS TURNED

OFF.

2. Cabin Vents - CLOSED (to avoid drafts)

3. CABIN HEAT Control Knob - OFF (push full in) (to avoid

drafts)

4. Fire Extinguisher - ACTIVATE (if available)

5. AVN MASTER Switch - OFF

6. All Other Switches (except MAGNETOS switch) - OFF

IF FIRE HAS NOT BEEN EXTINGUISHED

7. MASTER Switch (ALT and BAT) - ON

8. Rapid Descent - EXECUTE (Perform sideslip to rapidly lose

altitude and shorten exposure time).

9. AVN MASTER Switch - ON

10. Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ,

(give location, intentions and SQUAWK 7700)

11. Forced Landing

- EXECUTE (refer to PRECAUTIONARY

LANDING WITH ENGINE POWER)

NOTE

The G300 self-test and ADAHRS alignment may take

several minutes to establish thus delaying display of flight

instrument data. It may be necessary to execute landing

without airspeed or altitude information.

(Continued Next Page)

162PHUS-03

U.S.

6-13

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

FIRES (Continued)

ELECTRICAL FIRE OR CABIN FIRE IN FLIGHT (Continued)

IF FIRE HAS BEEN EXTINGUISHED AND ELECTRICAL POWER

IS NECESSARY FOR CONTINUED FLIGHT TO NEAREST

SUITABLE AIRPORT OR LANDING AREA

WARNING

AFTER THE FIRE EXTINGUISHER HAS BEEN USED,

MAKE SURE THAT THE FIRE IS EXTINGUISHED

BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE

FROM THE CABIN.

7. Cabin Vents

- OPEN (when sure that fire is completely

extinguished)

8. CABIN HEAT Control Knob - ON (pull full out) (when sure that fire

is completely extinguished)

9. Circuit Breakers - CHECK (for OPEN circuit(s), do not reset)

10.MASTER Switch (ALT and BAT) - ON

11.AVN MASTER Switch - ON

12.Land the airplane as soon as possible to inspect for damage.

WING FIRE

1. LDG Light Switch - OFF

2. NAV Light Switch - OFF

3. STROBE Light Switch - OFF

NOTE

Perform a sideslip to keep the flames away from the fuel

tank and cabin.

Land as soon as possible.

6-14

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

ICING

INADVERTENT ICING ENCOUNTER DURING FLIGHT

1. Turn back or change altitude to exit icing conditions.

Consider lateral or vertical flight path reversal to return to last

"known good" flight conditions (to obtain an outside air

temperature that is less conducive to icing). Maintain VFR flight.

WARNING

FAILURE TO ACT QUICKLY MAY RESULT IN AN

UNRECOVERABLE ICING ENCOUNTER.

2. CABIN HEAT Control Knob - ON (pull full out)

3. A/P DISC/CWS

- PRESS (if installed) (verify autopilot

disengages and aural alert is heard)

WARNING

DO NOT ENGAGE AUTOPILOT WITH VISIBLE ICE ON

AIRFRAME OR AFTER ENCOUNTERING ICING

CONDITIONS.

4. Watch for signs of induction air filter icing and apply carburetor

heat as required. Monitoring the G300 Carb °F Indicator may

assist early detection. A loss of engine RPM could be caused by

carburetor ice or ice blocking the air intake filter. Adjust the

throttle as necessary to hold engine RPM. Adjust mixture as

necessary for any change in power settings or if carburetor heat

is used continuously.

5. Watch for ice accretion on pitot tube and signs of pitot-static

icing. Airspeed and altimeter indications may become

unreliable.

a. Attitude and Heading information will remain reliable in

event of airspeed and altimeter failure. Use attitude indicator

to monitor pitch and bank.

b. Reference GS (ground speed) in conjunction with GPS

derived wind information to determine an approximate

airspeed.

(Continued Next Page)

162PHUS-03

U.S.

6-15

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

ICING (Continued)

INADVERTENT ICING ENCOUNTER DURING FLIGHT

(Continued)

c. Reference GPS ALTITUDE on MFD INFO page (if installed)

or select G300 TERRAIN Profile page. GPS Altitude is

provided by the white arrowhead on the left side of the

TERRAIN Profile display.

d. Navigate using Heading Strip, Lateral Deviation, and GPS

moving map (GPS moving map and TERRAIN Profile can

not be displayed at the same time).

NOTE

GPS information is not as accurate as barometric data but

will provide an approximate value for comparison to pitot-

static instruments or a back-up if barometric instruments

become unreliable.

6. Plan a landing at the nearest airport. With an extremely rapid ice

build-up, select a suitable off airport landing site.

7. With an ice accumulation of 0.25 inch (6.35mm) or more on the

wing leading edges, be prepared for significantly higher power

requirements, higher approach and stall speeds, and a longer

landing roll. Gently pitch and yaw the airplane periodically to

keep ice bridging on the controls to a minimum.

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. Perform a landing approach using a forward slip, if necessary,

for improved visibility.

10. Approach at 65 to 70 KIAS (estimated 70 KIAS. if using GPS)

depending upon the amount of ice accumulation.

11. Perform landing in level attitude.

12. Missed approaches should be avoided whenever possible

because of severely reduced climb capability.

6-16

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

ABNORMAL LANDINGS

LANDING WITH PARTIAL OR NO FLIGHT INSTRUMENT

INFORMATION

1. Transponder - Select Pressure Alt display using FUNC button

(ADAHRS may be providing altitude information to transponder).

2. Selected Field - FLY OVER (noting terrain, obstructions, and

any visual cues that may be used for speed references (i.e.

traffic on nearby highway, etc))

3. Approach - NORMAL

4. Wing Flaps - AS REQUIRED (FULL recommended)

5. Speed - Use best pilot judgment and experience to reference

speed cues such as flap extension forces, slipstream sounds,

etc. Stall warning horn will function and provide approximately 5

knot stall warning.

6. Touchdown - NORMAL

7. Directional Control - MAINTAIN

NOTE

Without accurate speed information, landing may be made

at faster than normal speeds. Gently apply brakes while

continuing to “fly” the airplane during roll-out. Loss of

directional control may result from locked brakes and

skidding tires due to over braking.

LANDING WITH A FLAT MAIN TIRE

1. Approach - NORMAL

2. Wing Flaps - FULL

3. Touchdown - GOOD MAIN TIRE FIRST (hold airplane off flat tire

as long as possible with aileron control)

4. Directional Control - MAINTAIN (using rudder and brake on

good wheel as required)

162PHUS-01

U.S.

6-17

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

ABNORMAL LANDINGS (Continued)

LANDING WITH A FLAT NOSE TIRE

1. Approach - NORMAL (choose longest runway if possible)

2. Wing Flaps - AS REQUIRED

65 to 70 KIAS - Flaps UP - 10°

Below 65 KIAS - Flaps 10° - FULL

3. Touchdown - ON MAINS (tail slightly low)

4. Elevator - continue stick to full aft as airplane slows (hold

nosewheel off the ground as long as possible)

5. When nosewheel touches down, maintain full up elevator as

airplane slows to stop.

6. Directional Control

- MAINTAIN (using full rudder control)

Attempt to limit differential braking.

7. Braking - Use brakes only as needed to lessen chance of prop

strike. Rolling drag of the flat nose tire will increase braking

effect.

DOOR OPEN IN FLIGHT

WARNING

INTENTIONAL FLIGHT WITH DOOR(S) OPEN IS

PROHIBITED.

1. CABIN DOOR - LEAVE OPEN (do not attempt to close)

2. THROTTLE Control - REDUCE (as necessary)

3. Airspeed - 80 KIAS (or less)

4. Seat Belts - CHECK (verify secure and tight)

5. Cabin - CHECK (stow loose materials)

6. Land as soon as practical.

LANDING WITH DOOR OPEN

1. Wing Flaps - AS REQUIRED

65 to 70 KIAS - Flaps UP - 10°

Below 65 KIAS - Flaps 10° - FULL

2. Landing Approach - NORMAL (limit sideslip angle if possible)

3. Touchdown - NORMAL

6-18

U.S.

162PHUS-01

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

ELECTRICAL

POWER

SUPPLY

SYSTEM

MALFUNCTIONS

LOSS OF ALL ELECTRICAL POWER (EXCEPT PFD)

1. MAIN CB RESET Switch - PRESS MOMENTARILY

IF ELECTRICAL POWER RESUMES NORMAL OPERATION

2. Continue flight and land as soon as practical.

IF ELECTRICAL POWER REMAINS INOPERATIVE (EXCEPT

PFD)

2. Land as soon as possible.

NOTE

The PFD will be operating on the secondary battery only.

The secondary battery is not a back-up battery. It is

included in the electrical system to limit display presentation

issues that might arise during the voltage drop which

occurs during engine start. In good condition, the

secondary battery may provide 5 to 10 minutes of PFD

operation.

3. Prepare for total loss of electrical power and PFD. Refer to

ABNORMAL LANDINGS, LANDING WITH PARTIAL OR NO

FLIGHT INSTRUMENT INFORMATION

(Continued Next Page)

162PHUS-00

U.S.

6-19

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

ELECTRICAL

POWER

SUPPLY

SYSTEM

MALFUNCTIONS (Continued)

LOW VOLTS ANNUNCIATOR COMES ON OR VOLTS

INDICATION BELOW GREEN BAND RANGE OR VOLTS

LESS THAN 12.5

NOTE

Volts indication below the green band range or less than

12.5 volts may occur during low RPM conditions with an

electrical load on the system such as during a low RPM

taxi. Under these conditions, the volts indication will

increase into the green band range (12.5 - 15.0 volts) at

higher RPM. The master switch need not be recycled since

an overvoltage condition has not occurred to deactivate the

alternator system.

1. AVN MASTER Switch - OFF

NOTE

Radio, Transponder, Pitch Trim, and options (MFD,

Autopilot, and PS Intercom), if installed, will be inoperative

with AVN MASTER Switch in the OFF position.

2. START/ALT Circuit Breaker - CHECK IN (if open, reset (close)

circuit breaker. If circuit breaker opens again, do not reset)

3. MASTER Switch (ALT Only) - OFF

4. MASTER Switch (ALT Only) - ON

5. MAIN CB RESET Switch - PRESS MOMENTARILY

6. VOLTS - CHECK 13.5 Volts (minimum)

7. AMPS - CHECK CHARGING (positive)

8. AVN MASTER Switch - ON (only if VOLTS are 12.5 and AMPS

are charging)

6-20

U.S.

162PHUS-01

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

ELECTRICAL

POWER

SUPPLY

SYSTEM

MALFUNCTIONS (Continued)

IF VOLTS INDICATION REMAINS BELOW GREEN BAND RANGE

OR LESS THAN 12.5 VOLTS

9. MASTER Switch (ALT Only) - OFF

10. Electrical Load - REDUCE as follows:

a. LDG Light Switch - OFF (use as required for landing)

b. NAV Light Switch - OFF

c. STROBE Light Switch - OFF

d. AVN MASTER Switch - OFF

NOTE

Radio, Transponder, Pitch Trim, and options (MFD,

Autopilot, and PS Intercom), if installed, will be inoperative

with AVN MASTER Switch in the OFF position.

11. Land as soon as practical.

NOTE

A fully charged battery in good condition should provide

power under reduced load for 30 minutes.

(Continued Next Page)

162PHUS-00

U.S.

6-21

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

ELECTRICAL

POWER

SUPPLY

SYSTEM

MALFUNCTIONS (Continued)

VOLTS INDICATION ABOVE GREEN BAND RANGE OR

VOLTS MORE THAN 15

1. MASTER Switch (ALT Only) - OFF

2. Electrical Load - REDUCE as follows:

a. LDG Light Switch - OFF (use as required for landing)

b. NAV Light Switch - OFF

c. STROBE Light Switch - OFF

d. AVN MASTER Switch - OFF

NOTE

Radio, Transponder, Pitch Trim, and options (MFD,

Autopilot, and PS Intercom), if installed, will be inoperative

with AVN MASTER - OFF.

3. Land as soon as practical.

NOTE

A fully charged battery in good condition should provide

power under reduced load for 30 minutes.

6-22

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

AIR DATA, ATTITUDE AND HEADING REFERENCE

SYSTEM (ADAHRS) FAILURE

RED X

- PFD OR MFD INDICATORS (AIRSPEED,

ALTITUDE, ATTITUDE, HORIZONTAL SITUTATION

INDICATOR (HSI), OR ENGINE INDICATING SYSTEM (EIS))

ADAHRS Circuit Breaker - CHECK IN

a. If open, reset (close) circuit breaker. If circuit breaker opens

again, do not reset.

b. If closed, pull (open) ADAHRS Circuit Breaker, and pull

(open) SEC PWR Circuit Breaker (overhead Panel Light will

go off) then reset (close) both circuit breakers

Affected Indicator (other than EIS) - RED-X STILL DISPLAYED

a. Reference GS (ground speed) in conjunction with GPS

derived wind information to determine an approximate

airspeed.

b. Select COMPASS ARC from G300 MAP SET-UP for

approximate GPS derived heading information or monitor

magnetic compass (if installed).

c. Reference GPS ALTITUDE on TERRAIN PROFILE page

(GPS altitude is the white arrowhead on left side) or MFD

INFO page (if installed) for approximate altitude.

d. Navigate using pilotage and GPS moving map if available.

e. Land as soon as possible.

EIS Engine Indicating System - RED-X STILL DISPLAYED

a. If only the EIS is RED X (no other PFD or MFD RED X is

present), continue monitoring. Non-emergency full throttle

operation should be limited to prevent engine overspeed or

exceeding temperatures. Descents should be made at idle

with carburetor heat applied.

b. Land as soon as possible.

Affected Indicator - RED-X HAS CLEARED (indicator normal)

Land as soon as practical.

162PHUS-01

U.S.

6-23

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

PFD/MFD DISPLAY MALFUNCTION OR FAILURE

PFD OR MFD DISPLAY BLACK (NO INFORMATION)

1. PANEL LIGHTS Control Knob - FULL BRIGHT (full clockwise

rotation)

2. PFD/MFD Circuit Breaker - CHECK IN

a. If open, reset (close) circuit breaker. If circuit breaker opens

again, do not reset.

b. If closed, pull (open) PFD/MFD Circuit Breaker, and pull

(open) SEC PWR Circuit Breaker (overhead Panel Light will

go off) then reset (close) both circuit breakers

3. Affected Display - Continued BLACK Screen (No information

displayed) - Use other display (if installed).

a. Transponder - Select Pressure Alt display using FUNC

button (ADAHRS may be providing altitude information to

transponder)

b. Navigate using pilotage and magnetic compass (if installed)

to nearest suitable landing site.

c. Land as soon as possible. Refer to LANDING WITH

PARTIAL OR NO INSTRUMENTATION INFORMATION.

4. Affected Display - NORMAL SCREEN

a. Land as soon as practical.

(Continued Next Page)

6-24

U.S.

162PHUS-03

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

PFD/MFD DISPLAY MALFUNCTION OR FAILURE

(Continued)

PFD OR MFD DISPLAY INFORMATION NOT UPDATING

1. Pull (open) the following circuit breakers:

a. ADAHRS Circuit Breaker - OPEN

b. PFD/MFD Circuit Breaker - OPEN

c. SEC PWR Circuit Breaker - OPEN (overhead panel light will

go off)

2. Reset (close) all three circuit breakers

a. ADAHRS Circuit Breaker - CLOSE

b. PFD/MFD Circuit Breaker - CLOSE

c. SEC PWR Circuit Breaker - CLOSE

3. Affected Display(s) - NOT UPDATING (use other display (if

installed).

a. Transponder - Select Pressure Altitude display using FUNC

button (ADAHRS may be providing altitude information to

transponder).

b. Navigate using pilotage and magnetic compass (if installed)

to nearest suitable landing site.

c. Land as soon as possible. Refer to LANDING WITH

PARTIAL OR NO INSTRUMENTATION INFORMATION

4. Affected Display - NORMAL SCREEN

a. Land as soon as practical.

162PHUS-01

U.S.

6-25

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

ELECTRIC PITCH TRIM FAILURE

1. AVN MASTER Switch - VERIFY ON

2. TRIM/AP Circuit Breaker - CHECK IN

a. If open, reset (close) circuit breaker. If circuit breaker opens

again, do not reset.

b. If closed, pull (open) TRIM/AP Circuit Breaker, then reset

(close) the circuit breaker.

ELECTRIC

PITCH

TRIM

SYSTEM

REMAINS

INOPERATIVE

3. Reduce pitch control forces by changing speed or flap

configuration (within airspeed limitations).

4. CRUISE - Consider range reduction and destination change if

cruise speed is reduced by flap speed limitations.

5. APPROACH

- Establish stabilized approach using normal

speeds is preferred. This may include change of destination for

longer runway.

6. LANDING WITH FAILED TRIM - Consider making Flaps UP

landing if pitch control force increases uncomfortably when

lowering landing flaps.

7. Land as soon as practical.

ELECTRIC PITCH TRIM SYSTEM RESUMES NORMAL

OPERATION

3. Land as soon as practical.

6-26

U.S.

162PHUS-01

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

AMPLIFIED EMERGENCY PROCEDURES

The following Amplified Emergency Procedures provide additional

information beyond that in the Emergency Procedures Checklists

portion of this section. These procedures also include information not

readily adaptable to a checklist format, and material to which a pilot

could not be expected to refer in resolution of a specific emergency.

This information should be reviewed in detail prior to flying the airplane,

as well as reviewed on a regular basis to keep pilot’s knowledge of

procedures fresh.

ENGINE FAILURE

If an engine failure occurs during the takeoff roll, stop the airplane on

the remaining runway. Those extra items on the checklist will provide

added safety after a failure of this type.

If an engine failure occurs immediately after takeoff, in most cases, the

landing should be planned straight ahead with only small changes in

direction to avoid obstructions. Altitude and airspeed are seldom

sufficient to execute the 180° gliding turn necessary to return to the

runway. The checklist procedures assume that adequate time exists to

secure the fuel and ignition systems prior to touchdown.

After an engine failure in flight, the most important task is to continue

flying the airplane. The best glide speed, as shown in Figure 6-1,

should be established as quickly as possible. While gliding toward a

suitable landing area, an effort should be made to identify the cause of

the failure. If time permits, an engine restart should be attempted as

shown in the checklist. If the engine cannot be restarted, a forced

landing without power must be completed.

162PHUS-00

U.S.

6-27

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

FORCED LANDINGS

If all attempts to restart the engine fail and a forced landing is imminent,

select a suitable field and prepare for the landing as discussed under

the Emergency Landing Without Engine Power checklist. Transmit

Mayday message on 121.5 MHz giving location, intentions and squawk

7700.

Before attempting an off airport landing with engine power available,

one should fly over the landing area at a safe, but low altitude, to

inspect the terrain for obstructions and surface conditions, proceeding

as discussed in the Precautionary Landing With Engine Power

checklist.

Prepare for ditching by securing or jettisoning heavy objects located in

the baggage area and collect folded coats for protection of occupants'

face at touchdown. Transmit Mayday messages on 121.5 MHz giving

location, intentions and squawk 7700. Avoid a landing flare because of

the difficulty in judging height over a water surface. The checklist

assumes the availability of power to make a precautionary water

landing. If power is not available, use of the airspeeds noted with

minimum flap extension will provide a more favorable attitude for a

power off ditching.

In a forced landing situation, DO NOT turn off the MASTER switch (BAT

side) or AVN MASTER switch before the landing is assured unless

specifically instructed by the emergency procedure checklist.

Premature deactivation of these switches will disable all airplane

electrical systems. Note however there are specific emergency

procedures (such as Electrical Fire) which do require the MASTER

switch (ALT side) to be turned off. Exercise caution when performing

these procedures to ensure that only the ALT side is selected off.

Before completing a forced landing, especially in remote and

mountainous areas, activate the ELT by pressing the ELT ON switch

located on the right instrument panel. For complete information on ELT

operation, refer to Section 10, Supplements.

162PHUS-00

U.S.

6-29

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

LANDING WITHOUT ELEVATOR CONTROL

Using throttle and electric elevator trim switch, trim for horizontal flight

at 55-60 KIAS with flaps 25° selected. Then do not change the

elevator trim or the flap setting; control the glide angle by making

small changes in power.

Power changes should be made slowly and smoothly. The electric

elevator trim is powerful. It is best to bump, or pulse, the trim switch to

make changes. Holding the trim switch can result in over trimming and

may start a Pilot Induced Oscillation (PIO) condition resulting in chasing

the trim. If this occurs, it is best to let the airplane stabilize then start

again by just bumping the trim switch.

When in the flare, the elevator trim switch should be pulsed aft toward

the full-nose-up position at the same time slowly reducing power so that

the airplane is rotated to a slightly nose-above-the-horizon attitude for

touchdown. During the landing flare or round-out, the nose will come

down when power is reduced and the airplane may touch down on the

nosewheel before the main wheels. Maintain directional control and

close the throttle at touchdown.

FIRES

Although engine fires are extremely rare in flight, if a fire is

encountered, the steps of the appropriate checklist should be followed.

After completion of the checklist procedure, execute a forced landing.

Do not attempt to restart the engine. The first sign of an electrical fire is

usually the smell of burning insulation. The checklist procedure for

electrical fires calls for electrical power to be turned off. All flight

instruments and navigation will be lost at this time. The checklist

procedure should result in the elimination of the fire. When the fire is

extinguished, electrical power may be turned on to those systems not

involved. Navigation and flight information, if unaffected, should be

reposted to instruments within

1-2 minutes. If the fire is not

extinguished, a rapid descent should be initiated and the electrical

system turned back on. This may provide airspeed and altitude data in

preparation for a forced landing.

6-30

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

EMERGENCY OPERATION IN CLOUDS

The Model 162 Skycatcher is not equipped or certified for IFR flight.

The following instructions assume that the pilot is not very proficient at

instrument flying and is flying the airplane without the autopilot

engaged (if installed). The autopilot (if installed) will not operate if the

ADAHRS unit fails.

EXECUTING A 180° TURN IN CLOUDS (ADAHRS FAILED)

Upon inadvertently entering the clouds, an immediate turn to reverse

course and return to VFR conditions should be made. With ADAHRS

FAILED, magnetometer (magnetic) heading information is not

available. The G300 map display should be configured with the

COMPASS ARC from the MAP SET-UP menu. The COMPASS ARC

will provide GPS derived heading information on the moving map

display. GPS derived heading information is not as accurate as

magnetic heading; it will provide a means of situational awareness and

the moving map can provide navigation. Other GPS information such

as track (TRK), etc. are also available with a functioning G300 system.

Refer to the G300 Pilot's Guide.

If the optional magnetic compass is installed, the magnetic compass

maybe used in place of the G300 compass arc. The magnetic compass

will be subject to normal magnetic compass A.N.D.S. variations during

maneuvering.

(Continued Next Page)

162PHUS-03

U.S.

6-31

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

EMERGENCY OPERATION IN CLOUDS (Continued)

EMERGENCY DESCENT THROUGH CLOUDS (ADAHRS

FAILED)

When returning to VFR flight after a 180° turn is not practical, a descent

through the clouds to VFR conditions below may be appropriate. If

possible, obtain an ATC assistance and clearance for an emergency

descent through the clouds.

Before descending into the clouds, prepare for a stabilized descent as

follows:

1. Reference optional magnetic compass (if installed) or select

G300 map with COMPASS ARC from MAP SET-UP menu for

GPS derived approximate heading information on moving map

display.

2. If MFD is installed, select the INFO page and reference the GPS

ALTITUDE. GPS ALTITUDE is not the same as barometric

altitude but it will give an altitude approximation.

3. TERRAIN - Select G300 TERRAIN - ON. If RED terrain warning

is issued, apply full power and climb at 58 KIAS estimated. Stall

warning will provide approximate 5 knot stall warning margin.

4. Monitor Ground Speed (GS) - GPS derived GS in combination

with GPS derived wind vector information will allow

approximation of airspeed.

5. MIXTURE Control - RICH (push full in)

6. CARB HEAT Control Knob - ON (pull full out)

7. THROTTLE Control - REDUCE (1700 - 1800 RPM)

8. Approximate Airspeed - 70 - 75 Knots (estimate airspeed from

GS and wind vector data)

9. Elevator Trim - ADJUST (as required)

10. Maintain descent - procedure will provide 500 TO 800 FT/MIN

descent rate.

11. Upon breaking out of clouds, resume normal cruising flight.

(Continued Next Page)

6-32

U.S.

162PHUS-01

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

EMERGENCY OPERATION IN CLOUDS (Continued)

RECOVERY FROM SPIRAL DIVE IN THE CLOUDS

(ADAHRS FAILED)

ADAHRS FAILURE

If a spiral is entered while in the clouds, continue as follows:

1. THROTTLE Control - IDLE (pull full out)

2. Remove feet from rudder pedals.

3. Stop turn by carefully leveling the wings using aileron control

while referencing COMPASS ARC or optional magnetic

compass (if installed) and moving map for heading and turn

information.

4. Cautiously apply elevator back pressure to slowly reduce

airspeed to approximately 70 KIAS. Monitor speed and do not

reduce airspeed below 70 KIAS. Slowly advance throttle to

approximate 1700-1800 RPM as speed reaches 70-75 Knots.

5. Elevator Trim - ADJUST (maintain 70-75 KIAS glide speed)

6. Use aileron control to maintain wings level and constant

heading.

7. CARB HEAT Control Knob - ON (pull full out)

8. Clear engine occasionally, but avoid using enough power to

disturb the trimmed glide.

9. Resume EMERGENCY DESCENT THROUGH THE CLOUDS

procedure.

10. Upon breaking out of clouds, resume normal cruising flight.

162PHUS-01

U.S.

6-33

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

INADVERTENT FLIGHT INTO ICING CONDITIONS

Flight into icing conditions is prohibited and extremely dangerous.

While an inadvertent encounter with these conditions can be resolved

using the checklist procedures, the best action is to turn back or

change altitude immediately to escape icing conditions.

Watch for signs of pitot-static icing and ice accretion on the unheated

pitot tube. If airspeed and altimeter indications become unreliable, GPS

derived flight information can provide approximate values for back-up.

GPS derived ground speed (GS) and GPS ALTITUDE on the MFD

INFO page (if installed) may be used for comparison to barometric

instruments. GPS ALTITUDE information also replaces barometric

altitude in the TERRAIN Page PROFILE window (indicated by a white

arrowhead) when the ADAHRS is inoperative.

In the event of an icing encounter, an unexplained loss of engine power

could be caused by carburetor ice or ice blocking the air intake filter.

Should this happen, apply full carburetor heat and adjust throttle to

obtain maximum RPM. In some instances, the throttle may need to be

reduced for maximum power. The mixture should then be adjusted, as

required, to obtain maximum RPM. The G300 CARB °F indicator

should be monitored during carb heat application to ensure carb

temperature rises. Refer to the CARBUETOR ICING AMPLIFIED

EMERGENCY PROCEDURE section.

Maximum cabin heat should be applied, by pulling the CABIN HEAT

Control Knob to the full out position, in an attempt to clear ice from the

windshield. GPS moving map navigation may assist if ice creates a loss

of visibility. If available, select G300 TERRAIN - ON for additional

altitude and obstacle awareness during reduced visibility. Use of a

forward slip can improve forward and over-the-nose landing visibility

inhibited by windshield ice. FLAPS should NOT be used for landing if

airframe ice is present.

The autopilot, if installed, should be disconnected at first indication of

airframe icing and remain disconnected after any icing encounter due

to the possibility of unseen residual ice on the airframe.

6-34

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

SPINS

Should an inadvertent spin occur, the following recovery procedure

should be used:

1. IMMEDIATELY RETARD THROTTLE TO IDLE POSITION.

2. PLACE AILERONS IN NEUTRAL POSITION.

3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE

DIRECTION OF ROTATION.

4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE

CONTROL BRISKLY FORWARD FAR ENOUGH TO BREAK

THE STALL. Full down elevator may be required at aft

center of gravity loadings to assure optimum recoveries.

5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.

Premature relaxation of the control inputs may extend the

recovery.

6. AS ROTATION STOPS, NEUTRALIZE RUDDER, WINGS

LEVEL, FLAPS UP AND MAKE A SMOOTH RECOVERY

FROM THE RESULTING DIVE. AVOID OVERSTRESSING

AND OVERSPEEDING THE AIRFRAME.

NOTE

If the rate of the spin makes determining the direction of

rotation difficult, the magenta turn rate trend vector in the

heading strip over the PFD Attitude Indicator will show the

rate and direction of the turn. The HSI compass card will

rotate in the opposite direction. Hold full rudder opposite the

direction of the turn indicated by the turn rate trend vector.

162PHUS-03

U.S.

6-35

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

ROUGH ENGINE OPERATION OR LOSS OF POWER

CARBURETOR ICING

A gradual loss of RPM and eventual engine roughness may result from

the formation of carburetor ice. To clear the ice, apply full throttle and

pull the CARB HEAT control knob full out until the engine runs

smoothly; then reduce carburetor heat and readjust throttle as

necessary. Monitor the G300 CARB °F indicator to verify the carburetor

temperature rises out of the amber caution range. If conditions require

the continued use of carburetor heat in cruise flight, use the minimum

amount of heat necessary to prevent ice from forming and lean the

mixture for smoothest engine operation. The G300 CARB °F indicator

provides advisory information but does not replace the need to monitor

engine condition and adjust carburetor heat or mixture as needed for

safe engine performance.

SPARK PLUG FOULING

A slight engine roughness in flight may be caused by one or more spark

plugs becoming fouled by carbon or lead deposits. This may be verified

by turning the MAGNETOS switch momentarily from BOTH to either L

or R position. An obvious power loss in single magneto operation is

evidence of spark plug or magneto trouble. Leaning the mixture to the

recommended lean setting for cruising flight may resolve a spark plug

fouling issue. If the problem does not clear up in several minutes,

determine if a richer mixture setting will produce smoother operation. If

not, proceed to the nearest airport for repairs using the BOTH position

of the MAGNETOS switch unless extreme roughness makes the use of

a single MAGNETO position necessary.

MAGNETO MALFUNCTION

Sudden engine roughness or misfiring is usually a sign of a magneto

problem. Changing the MAGNETOS switch from BOTH to the L and R

switch positions will identify which magneto is malfunctioning. Select

different power settings and enrichen the mixture to determine if

continued operation on BOTH magnetos is possible. If not, change to

the good magneto and continue to the nearest airport for repairs.

(Continued Next Page)

6-36

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

ROUGH ENGINE OPERATION OR LOSS OF POWER

(Continued)

IDLE POWER ENGINE ROUGHNESS

An excessively rich idle fuel flow may cause low speed engine

roughness during flight. During most in-flight low engine speeds (power

off stalls, approach to landing, etc.), the mixture control is normally in

the full-rich position. However, to improve engine roughness during low

engine speeds while in flight, you should rotate the vernier mixture

control to lean of fuel mixture. You may also have to lean the fuel

mixture if this low engine speed results in power loss and you need to

restart the engine during flight. In all cases, you should land the

airplane at the nearest airport for repairs if low speed engine roughness

requires you to adjust the fuel mixture control to improve engine

operation.

LOW OIL PRESSURE

If the low oil pressure indicator (OIL PSI) turns red, and oil temperature

indicator (OIL °F) remains normal, it is possible that the oil pressure

sending unit or relief valve is malfunctioning. Land at the nearest airport

to determine the source of the problem.

If a total loss of oil pressure and a rise in oil temperature occur at about

the same time, it could mean that the engine is about to fail. Reduce

power immediately and select a field suitable for a forced landing. Use

only the minimum power necessary to reach the landing site.

162PHUS-00

U.S.

6-37

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

ELECTRICAL

POWER

SUPPLY

SYSTEM

MALFUNCTIONS

Malfunctions in the electrical power supply system can be detected

through regular monitoring of the main battery ammeter (AMPS) and

the electrical bus voltmeter (VOLTS); however, the cause of these

malfunctions is usually difficult to determine. A broken alternator shaft,

excessive brush wear, or an internal wiring issue is most likely the

cause of alternator failures, although other factors could cause the

problem. Problems of this nature constitute an electrical emergency

and should be dealt with immediately. Electrical power malfunctions

usually fall into two categories: excessive rate of charge and insufficient

rate of charge. The following paragraphs describe the recommended

remedy for each situation.

EXCESSIVE RATE OF CHARGE

After engine starting and heavy electrical usage at low engine speeds,

such as extended taxiing, the battery condition may be low enough to

accept above normal charging during the initial part of a flight.

However, after thirty minutes of cruising flight, the main battery

ammeter (AMPS) should be indicating less than 5 amps of charging (+)

current. If the charging current remains above this value on a long

flight, the battery electrolyte could overheat and evaporate.

Electronic components in the electrical system can be adversely

affected by higher than normal voltage. The built-in overvoltage

protection circuit will automatically disconnect the alternator if the

charge voltage increases to more than 16.5 volts. If the overvoltage

sensor circuit does not operate correctly, as shown by voltage more

than 16.5 volts on the electrical bus voltmeter, the MASTER switch ALT

section should be set to the OFF position. Unnecessary electrical

equipment should be de-energized and the flight terminated as soon as

practical.

If excessive rate of charge is indicated but the electrical bus voltmeter

indicates less than 15 volts, no immediate action is required. Continue

monitoring and land as soon as practical.

(Continued Next Page)

6-38

U.S.

162PHUS-00

CESSNA

SECTION 6

MODEL 162

EMERGENCY PROCEDURES

GARMIN G300

ELECTRICAL

POWER

SUPPLY

SYSTEM

MALFUNCTIONS (Continued)

INSUFFICIENT RATE OF CHARGE

When the overvoltage circuit, or other fault, opens the alternator

(START/ALT) circuit breaker and de-energizes the alternator, a

discharge (-) current will be shown on the main battery ammeter

(AMPS) and the red LOW VOLTS annunciator will be displayed on the

PFD. The Alternator Internal Control Unit (AICU) can de-energize the

alternator due to minor disturbances in the electrical system, resulting

in a nuisance opening of the START/ALT circuit breaker. If this

happens, an attempt should be made to energize the alternator system.

To energize the alternator system

1. MASTER Switch (ALT Only) - OFF

2. START/ALT Circuit Breaker - CHECK IN

3. MASTER Switch (ALT Only) - ON

If the problem was a minor AICU disturbance in the electrical system,

normal main battery charging will start. A charge (+) current will be

shown on the main battery ammeter (AMPS) and the LOW VOLTS

annunciator will go off.

If the red LOW VOLTS annunciator is displayed and a discharge (-)

current is still shown on the AMPS Indicator, there is an alternator

system problem. Do not repeat steps to energize the alternator system.

Decrease the electrical load on the battery by de-energizing

nonessential electrical equipment and avionics (consider exterior lights

and radio equipment) because the battery can supply the electrical

system for only a short time. Reduce electrical load as soon as possible

to extend the life of the battery for landing. Land as soon as practical.

162PHUS-00

U.S.

6-39

SECTION 6

CESSNA

EMERGENCY PROCEDURES

MODEL 162

GARMIN G300

OTHER EMERGENCIES

WINDSHIELD DAMAGE

If a bird strike or other incident should damage the windshield in flight to

the point of creating an opening, a significant loss in performance may

be expected. Decrease airspeed and set power as necessary to

maintain best glide speed (70 KIAS) to minimize stress on windshield

and airframe structure. If airplane performance or other adverse

conditions prevent landing at an airport, prepare for an off airport

landing in accordance with the PRECAUTIONARY LANDING WITH

ENGINE POWER or DITCHING checklists.

G300 FAILURES

The Garmin G300 system provides all flight and engine instrument

information via the Air Data Attitude and Heading Reference System

(ADAHRS) unit. Individual sensors within the ADAHRS unit provide air

and flight data information as well as serve as the central gateway for

the engine data displayed on the Primary Flight Display (PFD) and

optional Multi-Function Display (MFD).

Failure of the ADAHRS unit or the individual sensors may leave only

GPS derived flight data for situational awareness and navigation. The

pilot should be thoroughly familiar with the G300 operation, page and

information location, and methods of accessing the GPS flight data

before beginning any flight in the Model

162 Skycatcher. It is

recommended that the pilot step through each of the G300 emergency

procedures in the Emergency Procedures Checklist for familiarization

before operating the aircraft.

Failure of the G300 PFD display will cause an automatic reversion of

the PFD display to the MFD display (if installed). Failure of the PFD

without an installed MFD display will leave the pilot to rely largely on

external cues for pilotage and navigation. The Emergency Procedures

Checklist contains suggestions for managing a successful PFD failure

and landing. It is recommended that the pilot become familiar with this

checklist before operating the airplane.

6-40

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

NORMAL PROCEDURES

TABLE OF CONTENTS

Page

Introduction

7-3

Airspeeds For Normal Operation

7-3

NORMAL PROCEDURES

7-4

Preflight Inspection

7-4

Cabin

7-5

Left Wing

7-6

Left Wing Leading Edge

7-8

Left Wing Trailing Edge

7-8

Empennage

7-8

Right Wing Trailing Edge

7-9

Right Wing

7-9

Nose

7-11

Before Starting Engine

7-13

Starting Engine (With Battery)

7-13

Starting Engine (With External Power)

7-15

Taxi Check

7-17

Before Takeoff

7-18

Takeoff

7-19

Normal Takeoff

7-19

Short Field Takeoff

7-19

Enroute Climb

7-20

Cruise

7-20

Descent

7-20

Before Landing

7-20

Landing

7-21

Normal Landing

7-21

Short Field Landing

7-21

Balked Landing

7-21

After Landing

7-22

Securing Airplane

7-22

(Continued Next Page)

162PHUS-03

U.S.

7-1

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

TABLE OF CONTENTS (Continued)

Page

AMPLIFIED NORMAL PROCEDURES

7-23

Preflight Inspection

7-23

Before Starting Engine

7-25

Starting Engine

7-25

Recommended Starter Duty Cycle

7-26

Leaning For Ground Operations

7-27

Taxiing

7-27

Before Takeoff

7-30

Warm Up

7-30

Magneto Check

7-30

Alternator Check

7-31

Electric Elevator Trim

7-31

Takeoff

7-31

Power Check

7-31

Wing Flap Settings

7-32

Crosswind Takeoff

7-33

Enroute Climb

7-33

Cruise

7-34

Leaning Without Exhaust Gas Temperature (EGT) Indicator . . 7-35

Leaning With Exhaust Gas Temperature (EGT) Indicator

7-36

Fuel Savings Procedures For Flight Training Operations

7-38

Stalls

7-39

Descent

7-39

Landing

7-40

Normal Landing

7-40

Short Field Landing

7-40

Crosswind Landing

7-41

Balked Landing

7-41

High Winds Operations

7-41

Cold Weather Operations

7-42

Starting

7-43

Winterization Kit

7-45

Hot Weather Operations

7-45

Noise Characteristics

7-46

7-2

U.S.

162PHUS-03

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

INTRODUCTION

Section 7 provides procedures and amplified instructions for normal

operations using standard and optional equipment. Normal procedures

associated with more complex optional equipment can be found in

Section 10, Supplements.

AIRSPEEDS FOR NORMAL OPERATION

Unless otherwise noted, the following speeds are based on a maximum

weight of 1320 pounds and may be used for any lesser weight.

TAKEOFF

Normal Climb

65 - 75 KIAS

Short Field Takeoff, Flaps 10°, Speed at 50 Feet

55 KIAS

ENROUTE CLIMB, FLAPS UP

Normal, Sea Level

65 - 75 KIAS

Best Rate of Climb

62 KIAS

Best Angle of Climb

57 KIAS

LANDING APPROACH

Normal Approach, Flaps UP

60 - 70 KIAS

Normal Approach, Flaps FULL

55 - 65 KIAS

Short Field Approach, Flaps FULL

50 KIAS

BALKED LANDING

Maximum Power, Flaps 25°

50 KIAS

MAXIMUM

RECOMMENDED

TURBULENT

AIR

PENETRATION SPEED

1320 POUNDS

89 KIAS

1200 POUNDS

85 KIAS

1100 POUNDS

80 KIAS

MAXIMUM DEMONSTRATED CROSSWIND VELOCITY

Takeoff or Landing

12 KNOTS

MAXIMUM RECOMMENDED WIND VELOCITY

All Operations

22 KNOTS

162PHUS-03

U.S.

7-3

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

NORMAL PROCEDURES

PREFLIGHT INSPECTION

NOTE

Visually check airplane for general condition during walk-

around inspection. Airplane should be parked in a normal

ground attitude (refer to Figure 1-1) to make sure that fuel

drain valves allow for accurate sampling. 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.

If a night flight is planned, check operation of all lights, and

make sure a flashlight is available.

Figure 7-1

7-4

U.S.

162PHUS-00

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

PREFLIGHT INSPECTION (Continued)

1 CABIN

1. Pilot's Operating Handbook - AS DESIRED

2. Garmin G300 Pilot’s Guide - AS DESIRED

3. Pilot’s Checklist - ACCESSIBLE TO PILOT

4. Parking Brake - SET

a. Brakes - Apply

b. PARKING BRAKE Control Knob - ON (pull full out)

5. Control Stick Lock - REMOVE

6. Wing Flaps - UP

7. Fuel Quantity Indicators - CHECK (L and R)

WARNING

• TAKEOFF IS PROHIBITED WITH LESS THAN ¼

TANK OF FUEL.

MIN

GRND

MARKING ON FUEL INDICATOR

T.O.

• WHEN THE MASTER SWITCH IS ON, USING AN

EXTERNAL POWER SOURCE, OR MANUALLY

ROTATING THE PROPELLER, TREAT THE

PROPELLER AS IF THE MAGNETOS SWITCH WERE

ON. DO NOT STAND, NOR ALLOW ANYONE ELSE

TO STAND, WITHIN THE ARC OF THE PROPELLER

SINCE A LOOSE OR BROKEN WIRE, OR A

COMPONENT MALFUNCTION, COULD CAUSE THE

ENGINE TO START.

8. MAGNETOS Switch - OFF

9. MASTER Switch (ALT and BAT) - ON

10. AVN MASTER Switch - ON

11. Primary Flight Display (PFD) - CHECK (verify PFD is ON and

software current)

12. Multifunction Flight Display (MFD) - CHECK (if installed) (verify

MFD is ON)

13. PFD ADAHRS Test and MFD SELF TEST - COMPLETE (verify

no red X’s shown)

(Continued Next Page)

162PHUS-03

U.S.

7-5

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

PREFLIGHT INSPECTION (Continued)

1 CABIN (Continued)

14. LOW VOLTS Annunciator

- CHECK (verify annunciator is

shown)

NOTE

LOW VOLTS Annunciator will only be shown if battery

voltage is less than 12.5 volts. Verify battery voltage on

PFD/MFD ENG page.

15. Elevator Trim Control - T/O POSITION

16. Avionics Cooling Fan - CHECK (verify fan is operational)

17. Airplane Weight and Balance - CHECKED and ENTERED

18. AVN MASTER Switch - OFF

19. MASTER Switch (ALT and BAT) - OFF

20. Fire Extinguisher - CHECK (if installed) (verify gage pointer in

green arc)

2 LEFT WING

1. Cabin Door - CHECK (security and condition)

2. Main Wheel Tire

- CHECK (proper inflation and general

condition (weather checks, tread depth and wear, etc.))

3. Brake Line - CHECK (security and condition)

4. Wheel Fairings - CHECK (security and condition) (if installed)

5. Fresh Air Vent - CHECK (blockage)

6. Fuel Quantity - CHECK VISUALLY (for desired level)

WARNING

TAKEOFF IS PROHIBITED WITH LESS THAN ¼ TANK

OF FUEL.

MIN

GRND

MARKING ON FUEL INDICATOR

T.O.

7. Fuel Filler Cap - SECURE and VENT CLEAR

(Continued Next Page)

7-6

U.S.

162PHUS-00

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

PREFLIGHT INSPECTION (Continued)

2 LEFT WING (Continued)

8. Fuel Tank Sump Quick Drain Valves - DRAIN

Drain at least a cupful of fuel (using sampler cup) from each

sump location to check for water, sediment, and proper fuel

grade 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 points. Take repeated samples

from all fuel drain points until all contamination has been

removed. If contaminants are still present, refer to WARNING

below and do not fly airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard,

or damage to the environment.

WARNING

IF, AFTER REPEATED SAMPLING, EVIDENCE OF

CONTAMINATION STILL EXISTS, THE AIRPLANE

SHOULD NOT BE FLOWN. TANKS SHOULD BE

DRAINED AND SYSTEM PURGED BY QUALIFIED

MAINTENANCE PERSONNEL. ALL EVIDENCE OF

CONTAMINATION MUST BE REMOVED BEFORE

FURTHER FLIGHT.

(Continued Next Page)

162PHUS-00

U.S.

7-7

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

PREFLIGHT INSPECTION (Continued)

3 LEFT WING Leading Edge

1. Fuel Tank Vent Opening - CHECK (blockage)

2. Wing Tiedown - DISCONNECT (check security and condition)

3. Pitot Tube Cover - REMOVE (check for pitot blockage)

4. Landing Light - CHECK (condition, operation and cleanliness of

cover)

5. Strobe/Nav Light - CHECK (condition, operation and cleanliness

of cover)

4 LEFT WING Trailing Edge

1. Aileron - CHECK (freedom of movement and security)

NOTE

Check for proper aileron movement by pushing the aileron

up from the neutral (or faired with the flaps in the Flaps UP

position) and returning the aileron back to the neutral or

faired position. Pushing down on the aileron may create an

over-centered condition requiring re-centering of the cockpit

control stick.

2. Flap - DEFLECT and CHECK (flap/aileron cables, up-spring

tension and general condition)

3. Com Antenna and OAT Temp Probe - CHECK (security of

attachment and general condition)

5 EMPENNAGE

1. Rudder Gust Lock (if installed) - REMOVE

2. Control Surfaces - CHECK (freedom of movement and security)

3. Elevator Trim Tab - CHECK (security) (verify tab is faired with

elevator and trim indicator in T/O position)

4. Tail Tiedown - DISCONNECT

(Continued Next Page)

7-8

U.S.

162PHUS-01

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

PREFLIGHT INSPECTION (Continued)

6 RIGHT WING Trailing Edge

1. ELT and GPS Antennas - CHECK (security of attachment and

general condition)

2. Flap - DEFLECT and CHECK (flap/aileron cables, up-spring

tension and general condition)

3. Aileron - CHECK (freedom of movement and security)

NOTE

Check for proper aileron movement by pushing the aileron

up from the neutral (or faired with the flaps in the Flaps UP

position and returning the aileron back to the neutral or

faired position. Pushing down on the aileron may create an

over-centered condition requiring re-centering of the cockpit

control stick.

7 RIGHT WING

1. Strobe/Nav Light - CHECK (condition, operation and cleanliness

of cover)

2. Wing Tiedown - DISCONNECT (check security and condition)

3. Stall Warning Opening - CHECK (blockage)

NOTE

To check the system, place a clean handkerchief over the

vent opening and apply suction; a sound from the warning

horn will confirm system operation.

4. Fuel Quantity - CHECK VISUALLY (for desired level)

WARNING

TAKEOFF IS PROHIBITED WITH LESS THAN ¼ TANK

OF FUEL.

MIN

GRND

MARKING ON FUEL INDICATOR

T.O.

(Continued Next Page)

162PHUS-01

U.S.

7-9

SECTION 7

CESSNA

NORMAL PROCEDURES

MODEL 162

GARMIN G300

PREFLIGHT INSPECTION (Continued)

7 RIGHT WING (Continued)

5. Fuel Filler Cap - SECURE and VENT CLEAR

6. Main Wheel Tire

- CHECK (proper inflation and general

condition (weather checks, tread depth and wear, etc.))

7. Brake Line - CHECK (security and condition)

8. Wheel Fairings - CHECK (security and condition) (if installed)

9. Fuel Tank Sump Quick Drain Valves - DRAIN

Drain at least a cupful of fuel (using sampler cup) from each

sump location to check for water, sediment, and proper fuel

grade 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 points. Take repeated samples

from all fuel drain points until all contamination has been

removed. If contaminants are still present, refer to WARNING

below and do not fly airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard

or damage to the environment.

WARNING

IF, AFTER REPEATED SAMPLING, EVIDENCE OF

CONTAMINATION STILL EXISTS, THE AIRPLANE

SHOULD NOT BE FLOWN. TANKS SHOULD BE

DRAINED AND SYSTEM PURGED BY QUALIFIED

MAINTENANCE PERSONNEL. ALL EVIDENCE OF

CONTAMINATION MUST BE REMOVED BEFORE

FURTHER FLIGHT.

10. Cabin Door - CHECK (security, condition and make sure door is

unlocked prior to flight)

WARNING

CABIN DOORS CANNOT BE UNLOCKED FROM INSIDE

THE AIRPLANE.

11. Fresh Air Vent - CHECK (blockage)

(Continued Next Page)

7-10

U.S.

162PHUS-03

CESSNA

SECTION 7

MODEL 162

NORMAL PROCEDURES

GARMIN G300

PREFLIGHT INSPECTION (Continued)

8 NOSE

1. Engine Cooling Air Inlets - CHECK (clear of obstructions)

2. Propeller and Spinner - CHECK (for nicks and security)

3. Air Filter - CHECK (for condition and blockage by dust or other

foreign matter)

4. Nosewheel Strut and Tire - CHECK (strut and general condition

of tire (weather checks, tread depth and wear, etc.))

5. Nosewheel Fairing

- CHECK (security and condition) (if

installed)

6. Engine Exhaust Outlet - CHECK (security and condition)

7. Engine Oil Dipstick/Filler Cap:

a. Oil level - CHECK

b. Dipstick/filler cap - SECURE (lever horizontal and facing aft)

NOTE

Do not operate with less than 3.5 quarts. Fill to 5 quarts

for extended flight.

8. Fuel Strainer Quick Drain Valve - DRAIN (bottom left side of

engine cowling)

Drain at least a cupful of fuel (using sampler cup) from valve to

check for water, sediment, and proper fuel grade 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

points. Take repeated samples from all fuel drain points,

including the fuel strainer and fuel sump valve, until all

contamination has been removed. If contaminants are still

present, refer to WARNING below and do not fly the airplane.

NOTE

Collect all sampled fuel in a safe container. Dispose of the

sampled fuel so that it does not cause a nuisance, hazard,

or damage to the environment.

(Continued Next Page)

162PHUS-00

U.S.

7-11

Cessna 162 Skycatcher Aircraft Pilot. Operating Handbook (2009) - page 2