Note - Cessna 17273274 Pilot Operating Handbook

SECTION 4
NORMAL PROCEDURES
takeoff run. Any sign of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the takeoff. If this occurs, you
are justified in making a thorough full-throttle static run up before another
takeoff is attempted. The engine should run smoothly and turn approxi­
mately 2280 to 2400 RPM with carburetor heat off and mixture full rich.
Carburetor heat should not be used during takeoff unless it
is absolutely necessary for obtaining smooth engine accel­
eration.
Full-throttle runups over loose gravel are especially harmful to
propeller tips. When takeoffs must be made over a gravel surface, it is very
important that the throttle
start rolling before high RPM is developed, and the gravel will be blown
back of the propeller rather than pulled into it. When unavoidable small
dents appear in the propeller blades, they should be immediately corrected
as described in Section 8 under Propeller Care.
Prior to takeoff from fields above 3000 feet elevation, the mixture
should be leaned to give maximum RPM in a full-throttle, static runup.
After full throttle is applied, adjust the throttle friction lock clockwise
to prevent the throttle from creeping back from a maximum power
position. Similar friction lock adjustments should be made as required in
other flight conditions to maintain a fixed throttle setting.
WING FLAP SETTINGS
Normal takeoffs are accomplished with wing flaps 0
wing flaps reduces the ground roll and total distance over an obstacle by
5
approximately
approved for takeoff. If 10
left down until all obstacles are cleared and a safe flap retraction speed of
60 KIAS is reached. On a short field, 10
clearance speed of 53 KIAS should be used.
Soft or rough field takeoffs are performed with 10
airplane off the ground as soon as practical in a slightly tail-low attitude. If
no obstacles are ahead, the airplane should be leveled off immediately to
accelerate to a higher climb speed. When departing a soft field with an aft
C.G. loading, the elevator trim should be adjusted towards the nose down
direction to give comfortable control wheel forces during the initial climb.
4-14

NOTE

advanced slowly. This allows the airplane to
be
percent. Flap deflections greater than 10
°
wing flaps are used for takeoff, they should be
MODEL 172N
°
- 10
°
wing flaps and an obstacle
°
flaps by lifting the
CESSNA
° °
. Using 10
°
are not
1 July 1979