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FF Flight Standards C-172 FINAL
FF Flight Standards C-172 FINAL
FF Flight Standards C-172 FINAL
C-172
STANDARDS
MANUAL
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FLIGHT
STANDARDS
CESSNA
172
INTRODUCTION
This
manual
is
a
compilation
of
flight
training
maneuvers
and
procedures
for
the
Cessna
172.
This
manual
provides
standardized
procedures
for
completing
each
VFR
and
IFR
maneuver
required
by
the
FAA’s
Practical
Test
Standards.
This
manual
does
not
take
the
place
of
current
FAA
publications.
References
to
those
publications
should
be
used
in
order
to
enhance
the
students
understanding
of
each
maneuver.
It
is
important
to
keep
in
mind
that
this
manual
provides
only
a
standardized
guide
to
performing
each
maneuver,
and
that
actual
pitch
or
power
settings
may
vary.
All
VFR
maneuvers
should
be
completed
with
references
to
pitch
attitude
made
using
the
horizon.
All
IFR
maneuvers
should
be
completed
with
references
to
pitch
attitude
made
using
the
attitude
indicator.
The
student
should
be
aware
that
small
adjustments
to
pitch
and
power
should
be
made
in
flight
in
order
to
successfully
complete
each
maneuver.
It
is
the
instructor’s
responsibility
to
teach
each
maneuver
based
upon
this
guide
and
to
ensure
the
student
fully
understands
and
can
perform
each
maneuver
required.
This
manual
should
serve
only
as
a
guide
to
completing
the
required
maneuvers
and
should
not
be
used
in
place
of
competent
instruction
or
thorough
and
complete
study
of
FAA
publications.
Students
should
use
this
manual
in
combination
with
the
Airplane
Flying
Handbook,
the
Instrument
Flying
Handbook,
the
Pilot’s
Handbook
of
Aeronautical
Knowledge,
the
FAA
Practical
Test
Standards,
and
any
other
relevant
FAA
documents.
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FLIGHT
STANDARDS
CESSNA
172
BRIEFINGS 5
CLEARING TURNS 6
PRE-‐MANEUVER CHECKLIST 7
TAXI OPERATIONS 8
POWER-‐OFF STALL 13
POWER-‐ON STALL 14
SLOW FLIGHT 15
STEEP TURNS 16
RECTANGULAR COURSE 16
S-‐TURNS 17
DIVERSION 23
LOST PROCEDURES 24
NO FLAP LANDING 25
CHANDELLES 27
LAZY EIGHTS 28
INSTRUMENT APPROACHES 31
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FLIGHT
STANDARDS
CESSNA
172
GENERAL
FLIGHT
PROCEDURES
CESSNA
172
These
are
the
normal
procedural
steps
to
be
followed
when
conducting
training
in
the
CESSNA
172
under
Visual
Flight
Rules
and
Instrument
Flight
Rules.
All
maneuvers
will
require
the
pre-‐maneuver
checklist
to
be
completed
prior
to
commencing
each
maneuver.
MINIMUM
ALTITUDES
Simulated
engine
failures
will
be
practiced
on
dual
flights
only
and
will
not
descend
below
500
feet
above
ground
level.
With
the
exception
of
ground
reference
maneuvers,
all
maneuvers,
Except
the
Ground
Reference,
will
be
completed
no
lower
than
2500
feet
above
ground
level.
CLEARING
TURNS
A
minimum
of
two
clearing
turns
are
required
before
each
maneuver
to
ensure
there
is
no
traffic
in
the
area.
Clearing
turns
should
be
done
at
a
bank
angle
of
30°
with
each
turn
being
at
least
90°.
There
must
be
a
break
between
each
turn
(one
180°
turn
does
not
substitute
for
two
individual
90°
turns).
Emphasis
should
be
placed
on
keeping
the
aircraft
in
a
limited
geographic
area
to
complete
the
maneuver.
When
the
instructor
wishes
the
student
to
take
control
of
the
aircraft,
he
or
she
will
say,
“You
have
the
flight
controls.”
The
student
will
acknowledge
by
saying,
“I
have
the
flight
controls.”
The
flight
instructor
again
says,
“You
have
the
flight
controls.”
When
control
is
returned
to
the
instructor,
follow
the
same
procedure.
A
visual
check
by
both
student
and
instructor
to
verify
the
exchange
is
also
recommended.
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FLIGHT
STANDARDS
CESSNA
172
BRIEFINGS
To
ensure
a
positive
flight
training
experience,
briefings
should
be
used
for
certain
phases
of
flight
so
that
all
parties
involved
understand
important
characteristics
of
the
flight.
PASSENGER
BRIEFINGS
During
the
“Before
Start”
checklist,
each
aircraft
occupant
should
be
thoroughly
briefed
on:
• Seatbelt
operation.
• Fire
Extinguisher
location
and
use
• Emergency
Exits
• No
smoking.
• Engine
Fire
during
start
DEPARTURE
BRIEFINGS
During
the
“Before
Takeoff”
checklist,
the
pilot
should
give
a
takeoff
briefing
that
includes:
APPROACH
BRIEFINGS
When
approaching
an
airport
for
landing
under
VFR,
the
pilot
should
give
an
approach
briefing
that
includes:
• Active
runway.
• Current
ATIS/Weather
• Type
of
landing.
• Landing
distance.
For
IFR
flights,
the
pilot
should
use
the
approach
plate
as
a
guide
to
give
the
approach
briefing
proceeding
from
the
header
to
the
minimums
section
of
the
approach
plate.
• Frequencies.
• Inbound
final
approach
course.
• MDA
or
DA.
• Timing.
• Missed
approach
procedure.
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FLIGHT
STANDARDS
CESSNA
172
SPARK
PLUG
CLEARING
PROCEDURE
An
excessive
drop
in
engine
RPM
during
the
magneto
ground
check
is
often
due
to
a
fouled
spark
plug.
The
following
procedure
should
be
used
for
clearing
a
fouled
spark
plug:
1. Verify
the
engine
oil
temperature
gauge
is
within
the
normal
operating
range
or,
“In
the
green
arc”.
2. Verify
that
the
magnetos
are
set
to
both.
3. Smoothly
apply
power
to
full
static
RPM,
approximately
2000
RPM.
4. Lean
the
mixture
until
the
first
indication
of
an
RPM
drop
or
engine
roughness.
5. Maintain
this
mixture
and
RPM
combination
for
10-‐20
seconds.
6. Move
the
mixture
control
to
full
rich
while
simultaneously
reducing
power
to
1800
RPM.
Perform
the
magneto
check
again
and
if
within
limits
continue
with
the
before
takeoff
checklist.
If
not,
return
to
step
#3
and
repeat
the
spark
plug
clearing
procedure.
7. If
after
the
second
attempt
the
magneto
drop
is
still
out
of
limits,
return
to
the
ramp
for
maintenance
and
advise
flight
operations.
DO
NOT
ATTEMPT
a
3rd
clearing
procedure.
CLEARING
TURNS
OBJECTIVE:
To
determine
that
the
airspace
surrounding
the
airplane
is
clear
of
other
traffic
before
starting
any
maneuver
DESCRIPTION:
1. Visually
scan
the
areas
left,
right,
above
and
below
the
airplane
2. Gently
lower
the
wing
on
the
side
of
the
first
intended
turn
and
visually
scan
the
area
previously
blocked
by
the
wing
3. Perform
two
medium
bank
90-‐degree
turns
in
the
same
or
opposite
directions
4. If
any
traffic
that
might
be
a
factor
is
observed,
the
pilot
flying
should
immediately
announce
it
5. Rollout
wings
level
and
start
the
maneuver
6. Turning
maneuvers
should
be
made
in
the
direction
of
the
last
cleared
area
7. Perform
“Cruise
Checklist”
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FLIGHT
STANDARDS
CESSNA
172
PRE-‐MANEUVER
CHECKLIST
OBJECTIVE:
To
ensure
proper
aircraft
configuration
prior
to
performing
any
maneuvers
CONDITIONS:
This
checklist
must
be
accomplished
prior
to
the
start
of
any
maneuver
DESCRIPTION:
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FLIGHT
STANDARDS
CESSNA
172
TAXI
OPERATIONS
Taxiing
is
the
controlled
movement
of
the
airplane
under
its
own
power
while
on
the
ground.
Since
an
airplane
is
moved
under
its
power
between
the
parking
area
and
the
runway,
the
pilot
must
thoroughly
understand
and
be
proficient
in
taxi
procedures.
Procedure:
1. A
taxi
clearance
must
be
obtained
from
ground
control
prior
to
moving
an
aircraft
onto
the
airport
movement
area
when
an
air
traffic
control
tower
is
in
operation.
2. At
an
airport
without
a
control
tower
or
when
the
tower
is
closed,
the
pilot
should
announce
his
or
her
intentions
to
taxi
on
the
appropriate
frequency.
3. When
first
beginning
to
taxi,
the
brakes
should
be
tested
for
operation
as
soon
as
the
airplane
is
put
in
motion.
If
braking
action
is
unsatisfactory,
the
engine
should
be
shut
down
immediately.
4. Steering
the
airplane
is
accomplished
with
rudder
pedals
and
minimal
usage
of
brakes.
Turns
should
be
made
at
a
slow,
safe
speed.
5. The
taxi
speed
should
be
slow
enough
so
that
when
the
throttle
is
closed
the
airplane
can
be
stopped
promptly.
6. When
yellow
taxiway
centerline
stripes
are
provided,
the
airplane’s
nose
wheel
should
remain
on
the
line
unless
necessary
to
clear
other
airplanes
or
obstructions.
7. In
no-‐wind,
the
ailerons
and
stabilator
controls
should
be
held
in
a
neutral
condition.
8. In
windy
conditions;
• Headwind:
Deflect
ailerons
into
the
wind,
neutral
stabilator.
• Tailwind:
Deflect
ailerons
away
from
the
wind,
stabilator
full
forward.
9. While
taxiing,
clear
all
taxiway
and
runway
intersections
visually
and
verbally,
i.e.”
Clear
left,
clear
center,
clear
right.”
Also,
when
taxiing
onto
an
active
runway
clear
the
final
approach
paths
in
both
directions.
10. Although
ATC
issues
a
taxi
clearance,
it
is
the
pilot’s
responsibility
to
avoid
collision
with
other
aircraft,
vehicles,
and
objects
on
the
ground.
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FLIGHT
STANDARDS
CESSNA
172
TRAFFIC
PATTERN
OPERATIONS
A.
Entry
o
(1)
Enter
at
45
to
the
downwind
at
a
point
abeam
of
midpoint
of
the
runway
in
use
unless
directed
otherwise
by
Air
Traffic
Control.
B.
Downwind
Leg
(1)
Maintain
ground
track
parallel
to
and
approximately
¼
to
½
mile
out
from
landing
runway.
(About
half
way
up
on
the
wing
strut)
(2)
Maintain
traffic
pattern
altitude
±
100
feet.
(3)
Commence
“Before
Landing
Checklist”
no
later
than
abeam
midpoint
of
runway
when
entering
downwind
leg
from
crosswind
leg.
(4)
Abeam
touchdown
point,
commence
“Landing
Checklist”.
Reduce
power
to
approximately
1600
o
RPM.
Maintain
attitude
with
pitch
control.
Verify
speed
is
within
the
white
arc,
extend
flaps
10 .
Decelerate
to
85
KIAS
abeam
of
intended
touchdown
point
o
(5)
Turn
base
when
intended
touchdown
point
is
approximately
45
behind
wing.
C.
Base
Leg
(1)
Maintain
75
KIAS
during
turn
to
base
leg.
(2)
Maintain
ground
track
perpendicular
to
extended
centerline
of
runway,
downwind
to
base
turn,
o
flaps
20 ,
(2nd
Notch).
o
(3)
Turn
final
with
a
maximum
20
angle
of
bank
so
as
to
roll
out
on
extended
centerline
of
runway
at
least
¼
mile
from
approach
end
of
runway.
D.
Final
Approach
(1)
Maintain
ground
track
over
extended
centerline
of
runway.
o
(2)
Extend
flaps
to
30 ,
unless
winds
preclude
full
flaps.
(3)
Reduce
airspeed
to
65
KIAS
or
as
necessary
for
the
type
of
approach
being
used.
(4)
Adjust
pitch
and
power
as
necessary
to
maintain
airspeed
and
descent
angle.
(5)
If
at
any
time
you
do
not
have
a
stabilized
approach,
a
Go
Around
should
be
initiated.
(6)
Exit
runway
at
next
taxiway
or
as
directed,
if
full
stop,
clear
runway,
stop
airplane,
complete
“After
Landing
Checklist”,
and
contact
ground.
E.
Upwind
(1)
Maintain
ground
track
over
centerline
or
extended
centerline
of
runway.
(2)
Climb
at
airspeed
appropriate
to
type
of
takeoff
until
reaching
traffic
pattern
altitude.
(3)
If
remaining
in
traffic
pattern,
turn
crosswind
at
300
feet
below
traffic
pattern
altitude
and
beyond
departure
end
of
runway.
If
departing
traffic
pattern,
continue
straight
ahead
or
turn
from
the
upwind
leg
when
within
300
feet
of
traffic
pattern
altitude.
Avoid
flying
over
the
housing
area.
F.
Crosswind
(1)
Maintain
ground
track
perpendicular
to
extended
centerline
of
runway.
(2)
Climb
at
airspeed
appropriate
to
type
takeoff
until
reaching
traffic
pattern
altitude.
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FLIGHT
STANDARDS
CESSNA
172
NORMAL
AND
CROSSWIND
TAKEOFF
AND
CLIMB
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FLIGHT
STANDARDS
CESSNA
172
SHORT-‐FIELD
TAKEOFF
AND
CLIMB
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FLIGHT
STANDARDS
CESSNA
172
SOFT-‐FIELD
TAKEOFF
AND
CLIMB
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FLIGHT
STANDARDS
CESSNA
172
STALLS
-‐
POWER
OFF
1. Complete
Pre-‐Maneuver
Checklist
2. Select
entry
altitude
that
will
allow
recovery
to
be
completed
no
lower
than
2500
feet
AGL.
3. Select
a
visual
outside
reference
and
a
simulated
ground
altitude
no
more
than
500
feet
below
entry
altitude.
4. Reduce
power
to
1600
RPM.
5. Carburetor
heat
as
required.
6. Maintain
assigned
altitude
and
heading
as
aircraft
slows
to
65
KIAS
or
approach
speed.
7. Below
110
knots-‐
10°
FLAPS
8. Below
85
knots-‐
FULL
FLAPS
9. Establish
a
stabilized
glide
at
65
KIAS
until
100
feet
above
simulated
ground
altitude.
10. Reduce
power
to
IDLE
and
increase
pitch
for
a
stall.
11. Maintain
a
specific
heading
±10o,
and
angle
of
bank
not
to
exceed
20o
if
in
turning
flight,
while
inducing
a
stall.
12. Bring
to
full
stall
(PRIVATE).
Bring
to
imminent
stall
(COMMERCIAL)
13. Recognize
and
announce
indications
of
the
stall
and
promptly
recover
by
simultaneously
adding
full
power,
decreasing
angle
of
attack,
leveling
wings,
ensure
carburetor
heat
OFF
and
regain
normal
flight
attitude.
FLAPS
set
to
20°.
14. Accelerate
to
VX,
establish
a
positive
rate
of
climb,
and
maintain
a
constant
heading.
15. Accelerate
to
VY
and
slowly
retract
remaining
flaps
while
maintaining
positive
rate
of
climb,
avoiding
secondary
stalls,
excessive
airspeed,
altitude
loss,
and
spins
below
2000
feet
AGL.
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FLIGHT
STANDARDS
CESSNA
172
STALLS
-‐
POWER
ON
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FLIGHT
STANDARDS
CESSNA
172
SLOW
FLIGHT-‐CLEAN
1. Complete
Pre-‐Maneuver
checklist
2. Pick
a
visual
reference
3. Select
altitude
NO
lower
than
2500
feet
AGL.
4. Reduce
power
to
1600
RPM.
5. Carburetor
heat
as
required.
6. Maintain
assigned
altitude
and
heading.
7. Slow
to
and
maintain
Vs1
+10/-‐0
(Private),
+5/-‐0
(COMMERCIAL)
8. Maintain
the
specified
altitude
±100
feet
(Private),+50
Feet
(Commercial),
the
specified
heading
±10o
9. Recover
by
simultaneously
adding
full
power,
decreasing
angle
of
attack,
leveling
the
wings,
and
ensuring
carburetor
heat
OFF
to
regain
normal
flight
attitude.
10. Maintain
specified
angle
of
bank
(±10o
if
in
turning
flight).
11. Promptly
recover
by
simultaneously
adding
full
power,
decreasing
angle
of
attack,
level
wings.
12. Resume
normal
cruise,
Cruise
checklist
SLOW
FLIGHT-‐DIRTY
1. Complete
Pre-‐Maneuver
checklist
2. Pick
a
visual
reference
3. Select
altitude
NO
lower
than
2500
feet
AGL.
4. Reduce
power
to
1600
RPM.
5. Carburetor
heat
as
required.
6. Below
110
knots-‐
FLAPS
10°
7. Below
85
knots-‐
FLAPS
FULL
8. Maintain
assigned
altitude
and
heading.
9. Slow
to
and
maintain
Vso
+10/-‐0
(Private),
+5/-‐0
(COMMERCIAL)
10. Recover
by
simultaneously
adding
full
power,
decreasing
angle
of
attack,
leveling
the
wings,
and
ensuring
carburetor
heat
OFF
to
regain
normal
flight
attitude.
13. Maintain
the
specified
altitude
±100
feet
(Private),
+50
Feet
(Commercial),
the
specified
heading
±10o
14. Promptly
recover
by
simultaneously
adding
full
power,
decreasing
angle
of
attack,
level
wings.
15. Resume
normal
cruise,
Cruise
checklist
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FLIGHT
STANDARDS
CESSNA
172
STEEP
TURNS
1. Complete
Pre-‐Maneuver
Checklist
2. Select
a
Visual
reference
prior
to
beginning
the
maneuver.
3. Select
and
maintain
altitude
that
will
allow
maneuver
to
be
performed
no
lower
than
2500
feet
AGL.
4. Enter
at
VA
or
the
recommended
entry
for
the
airplane.
(Aprox.
95
KIAS)
5. Maintain
2300-‐2400
RPM
6. Roll
into
a
coordinated
360o
turn
while
maintaining
a
45o
bank
angle
(private),
50o
(Commercial)
±5o
and
roll
out
on
the
entry
heading
±10o.
7. Maintain
the
entry
altitude
±100
feet
and
airspeed
+
10
KIAS.
RECTANGULAR
COURSE
1. Complete
Pre-‐Maneuver
Checklist
2. Plan
the
maneuver
to
enter
at
600
feet
to
1000
feet
AGL
3. Determine
winds
and
select
a
suitable
rectangular
course,
boundaries
of
which
are
approximately
one
mile
in
length
and
one
of
which
is
parallel
to
the
wind.
4. Enter
45°
to
the
downwind
leg
5. Maintain
2300
RPM
and
95
KIAS
(±10
KIAS).
6. Maintain
uniform
distance
outside
course.
7. Start
and
complete
turns
using
appropriate
bank
angle
abeam
course
boundaries.
8. Reverse
course
as
directed.
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FLIGHT
STANDARDS
CESSNA
172
S-‐TURNS
1. Complete
Pre-‐Maneuver
Checklist
2. Determine
winds
and
select
a
suitable
reference
line
perpendicular
to
the
wind.
3. Plan
the
maneuver
to
enter
at
600
feet
to
1000
feet
AGL.
4. Enter
from
Downwind
side,
perpendicular
to
reference
line,
initiating
the
first
turn
to
the
left.
5. Maintain
2300
RPM
and
95
KIAS
(±10
KIAS).
6. Maintain
constant
radius
turns
of
appropriate
bank
angle
on
each
side
of
reference
line,
and
plan
rollout
to
be
straight
and
level
directly
over
and
perpendicular
to
reference
line.
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FLIGHT
STANDARDS
CESSNA
172
EMERGENCY
APPROACH
AND
LANDING
(SIMULATED)
NOTE:
THIS
MANEUVER
IS
NOT
APPROVED
FOR
SOLO
STUDENT
FLIGHTS
1. Carburetor
heat
ON
and
throttle
closed
to
simulate
emergency
approach
and
landing.
2. Establish
and
maintain
best
glide
airspeed.
3. Select
and
fly
to
suitable
landing
area.
4. Determine
reason
for
malfunction:
Use
specific
aircraft
checklist
if
time
and
altitude
permit.
5. Simulate
initiating
MAYDAY
on
Frequency
in
use
or
121.5.
6. Simulate
entering
code
7700
on
transponder.
7. Continue
descent
and
plan
flight
pattern
to
selected
area
considering
altitude,
wind,
obstacles,
size
of
field,
and
other
factors.
8. Simulate
securing
failed
engine.
Complete
“Emergency
Landing
With/Without
engine
Power
Checklist”
(As
appropriate).
9. After
assured
of
making
selected
area,
extend
full
flaps.
10. On
short
final,
simulate
master
switch
OFF,
fuel
selector
OFF,
Mixture
IDLE
CUT
OFF,
throttle
CLOSED,
and
door
UNLATCHED.
11. Do
not
descend
below
500
feet
AGL
except
to
an
approved
runway.
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FLIGHT
STANDARDS
CESSNA
172
SOFT-‐FIELD
APPROACH
AND
LANDING
1. Enter
and
fly
traffic
pattern
per
standard
procedures.
2. Complete
“Before
Landing
Checklist.”
3. Apply
carburetor
heat
as
required
and
reduce
power
to
1600
RPM,
lower
flaps
to
10o,
maintain
altitude,
and
decelerate
to
85
KIAS
abeam
intended
point
of
touchdown.
4. Turn
base
when
intended
point
of
touchdown
is
approximately
45o
behind
wing.
5. Extend
flaps
to
20o.
6. Turn
final
and
maintain
proper
ground
track.
7. Extend
flaps
30o.
8. Reduce
airspeed
to
recommended
soft-‐field
approach
airspeed.
9. Adjust
pitch
and
power
as
necessary
to
maintain
airspeed
and
descent
angle.
10. Reduce
airspeed
to
65
KIAS
+10/-‐5
KIAS
(include
gust
factor
as
necessary)
on
short
final.
11. Maintain
approximately
1200
RPM
during
landing.
12. Transition
from
approach
to
landing
attitude
approximately
10
feet
above
runway
by
using
elevator
pressure
and
apply
crosswind
correction
as
necessary.
13. Touch
down
smoothly
at
minimum
descent
rate
and
ground
speed
with
no
appreciable
drift
and
airplane’s
longitudinal
axis
aligned
with
and
over
runway
centerline.
14. Hold
nose
wheel
off
landing
surface
as
long
as
possible
by
applying
back
elevator
pressure.
15. Maintain
directional
control
during
after-‐landing
roll,
and
back
pressure
on
soft
surface.
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FLIGHT
STANDARDS
CESSNA
172
FORWARD
SLIPS
AND
LANDING
1. Enter
and
fly
traffic
pattern
per
standard
procedures.
2. Complete
“Before
Landing
Checklist.”
3. Apply
carburetor
heat
and
reduce
power
to
1600
RPM,
maintain
altitude,
and
decelerate
to
85
KIAS
abeam
intended
point
of
touchdown.
4. Turn
base
when
intended
point
of
touchdown
is
approximately
45o
behind
wing.
5. Turn
final
and
maintain
proper
ground
track.
6. Reduce
throttle
to
IDLE.
7. Reduce
airspeed
to
flaps
UP
approach
speed.
8. Establish
forward
slip
by
simultaneously
lowering
a
wing
into
wind
and
applying
opposite
rudder.
9. Adjust
pitch
and
amount
of
slip
as
necessary
to
maintain
airspeed,
descent
angle,
and
directional
control.
10. Transition
from
slip
to
normal
approach
approximately
50
feet
above
the
runway.
11. Transition
from
approach
to
landing
attitude
approximately
10
to
15
feet
above
runway
by
applying
back
elevator
pressure
and
crosswind
correction
as
necessary.
12. Touch
down
smoothly
at
approximate
stalling
speed,
beyond
and
within
400
feet
of
intended
touchdown
point,
with
no
appreciable
drift,
and
airplane’
longitudinal
axis
is
aligned
with
and
over
runway
centerline.
13. Maintain
directional
control
during
after
landing
roll
by
increasing
aileron
deflection
into
the
wind
as
necessary.
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All Rights reserved. 21
FLIGHT
STANDARDS
CESSNA
172
GO-‐AROUND
FROM
A
REJECTED
LANDING
1. Apply
full
power,
ensure
carburetor
heat
OFF,
pitch
to
VX,
attitude,
and
retract
or
maintain
flaps
to
20o.
2. Establish
a
positive
rate
of
climb
and
accelerate
to
Vx
and
reduce
flaps
to
20.
3. Pitch
for
Vx
and
retract
flaps
to
10
4. When
clear
of
the
obstacle,
retract
remaining
flaps
and
pitch
for
Vy
5. Retract
flaps
at
a
safe
altitude
and
airspeed
(greater
than
200
feet
AGL).
6. Maneuver
to
the
side
of
the
runway
to
clear
and
avoid
conflicting
traffic.
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All Rights reserved. 22
FLIGHT
STANDARDS
CESSNA
172
DIVERSION
The
objective
of
this
maneuver
is
to
pilot
the
aircraft
to
an
alternate
airport
in
case
the
point
of
intended
landing
is
no
longer
available.
This
can
include
reasons
due
to
unpredicted
weather,
a
system
malfunction,
or
poor
preflight
planning.
1. Once
the
decision
to
divert
to
an
alternate
airport
is
made,
consideration
should
be
given
to
returning
to
your
last
checkpoint
or
a
prominent
landmark
and
circling
until
your
navigation
planning
is
complete.
2. Estimate
an
approximate
heading,
distance,
and
time
enroute
(ETE)
to
the
alternate
airport
and
note
the
time
that
the
diversion
began.*
3. Turn
to
the
estimated
magnetic
heading
and
attempt
to
identify
any
prominent
landmarks
nearby.
4. If
time
permits,
and
once
established
on
course
towards
the
alternate
airport,
an
accurate
course,
groundspeed,
ETE,
and
fuel
consumption
can
be
determined
using
the
E6B
Flight
Computer.
5. Call
the
appropriate
Flight
Service
Station
(FSS)
and
approach
control
if
applicable,
to
amend
your
flight
plan
and
provide
a
pilot
report
(UA/UUA).
6. Use
the
Airport
Facilities
Directory
(AF/D)
to
determine
any
airport
restrictions
at
the
alternate
airport.
7. Identify
airspace
along
the
diversion
route.
*Note:
Because
of
limited
cockpit
space,
and
because
attention
must
be
divided
between
flying
the
airplane,
making
calculations,
and
scanning
for
other
air
traffic,
take
advantage
of
all
possible
shortcuts
and
rule
of
thumb
calculations.
For
example:
Use
a
straight
edge
and
a
VOR
compass
rose
for
magnetic
heading.
For
groundspeed,
90
KIAS
equals
1.5
nautical
miles
per
minute.
Thus,
it
would
take
approximately
7
minutes
to
travel
10
nautical
miles,
plus
or
minus
winds
aloft.
During
a
diversion,
priority
must
be
given
to
flying
the
airplane
while
dividing
attention
between
navigation
and
planning.
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All Rights reserved. 23
FLIGHT
STANDARDS
CESSNA
172
LOST
PROCEDURES
The
objective
of
this
maneuver
is
to
identify
different
methods
of
determining
aircraft
location
in
the
event
of
becoming
lost
during
flight.
This
can
occur
during
a
cross
country
into
unfamiliar
terrain,
by
poor
preflight
planning,
or
restricted
visibility
due
to
weather.
1. Climb,
being
mindful
of
traffic
and
weather
conditions,
to
identify
prominent
landmarks.
2. Scan
the
area
around
the
aircraft
for
prominent
landmarks
to
determine
the
aircraft’s
location.
3. Using
the
aircraft’s
navigational
instruments,
plot
an
azimuth
from
either
two
VOR
or
NDB
facilities,
to
determine
approximate
location.
4. Circle,
so
as
not
to
aggravate
the
situation
or
wander
into
restricted
or
controlled
airspace.
5. Communicate
if
still
unable
to
determine
location,
and
request
assistance
from
ATC.
6. Comply
with
all
ATC
or
FSS
instructions.
7. Remain
Calm
at
all
times.
8. Conserve
fuel
by
reducing
power
to
55%
and
lean
the
mixture.
9. If
the
situation
becomes
an
emergency,
squawk
“7700”
on
the
transponder
and
seek
assistance
on
121.50.
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All Rights reserved. 24
FLIGHT
STANDARDS
CESSNA
172
NO-‐FLAP
LANDING
The
no-‐flap
landing
demonstrates
the
airplane’s
handling
and
performance
characteristics
when
approaching
to
land
without
wing
flaps
extended.
1. Follow
the
normal
traffic
pattern
operations
procedure
for
arriving
at
a
towered
or
non-‐towered
airport.
2. Abeam
the
point
of
intended
landing,
reduce
power
to
idle.
Begin
a
gradual
descent
at
75
KIAS,
approximately
1.5
VS1.
Do
not
extend
the
flaps
during
the
pattern.
3. At
a
point
approximately
45
degrees
from
the
approach
end
of
the
runway,
begin
a
medium
bank
turn
onto
the
base
leg
and
slow
to
70
KIAS,
1.4
VS1.
4. While
on
the
base
leg,
visually
clear
the
final
approach
area.
5. Final
approach:
• Set
an
aiming
point
in
order
to
land
within
the
first
1/3
of
the
runway.
• Flaps
should
remain
retracted.
• No-‐flap
approach
speed
65
KIAS,
1.3
VS1.
6. Maintain
aiming
point
with
pitch
and
power
corrections
until
approaching
round
out.
7. At
the
round
out,
reduce
power
to
idle
and
continue
the
flare
to
touchdown
on
the
main
wheels
first
at
approximately
stalling
speed.
8. Upon
touchdown,
hold
the
nose
wheel
off
the
runway
as
long
as
the
stabilator
remains
effective
to
provide
aerodynamic
braking,
as
appropriate.
9. Maintain
directional
control
using
rudder.
10. Do
not
initiate
the
after-‐landing
checklist
until
clear
of
the
runway.
*Note:
The
descent
angle
in
a
no-‐flap
condition
is
much
shallower
than
when
using
flaps.
Also,
landing
distances
will
be
increased
due
to
the
higher
approach
speed
used.
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All Rights reserved. 25
FLIGHT
STANDARDS
CESSNA
172
RECOVERY
FROM
UNUSUAL
ATTITUDES
An
unusual
attitude
is
an
airplane
attitude
not
normally
required
for
instrument
flight.
Unusual
attitudes
may
result
from
a
number
of
conditions
such
as
turbulence,
disorientation,
or
instrument
failure,
etc.
Nose-‐high
attitudes.
Recognizing:
• Airspeed
decreasing.
• Altitude
increasing.
• VSI
shows
a
climb.
Recovery:
• Apply
full
power.
• Simultaneously
apply
forward
elevator
pressure
to
lower
the
nose
and
use
coordinated
aileron
and
rudder
pressure
to
level
the
wings.
• Resume
straight-‐and-‐level
flight.
• Return
to
assigned
heading
and
altitude.
Nose-‐low
attitudes.
Recognizing:
• Airspeed
increasing.
• Altitude
decreasing.
• VSI
shows
a
descent.
Recovery:
• Reduce
power
to
idle.
• Simultaneously
correct
the
bank
attitude
with
coordinated
aileron
and
rudder
pressure
and
apply
smooth
back-‐elevator
pressure
to
raise
the
nose.
• Resume
straight-‐and-‐level
flight.
• Return
to
assigned
heading
and
altitude.
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All Rights reserved. 26
FLIGHT
STANDARDS
CESSNA
172
Chandelles
1. Perform
two
90º
clearing
turns
2.
100
KIAS
(*2200
RPM)
maintain
altitude
3. Clean
configuration
flow
4. Choose
a
reference
point
off
wing
5. Establish
/
maintain
30°
bank
6. Full
Throttle
-‐
Increase
pitch
to
attain
approx.
10-‐12˚
pitch
up
at
90°
point
1st
90°
of
turn,
Bank
=
constant
30˚,
Pitch
=
increasing
to
10-‐12˚
pitch
up
7. 90˚
point
-‐
maintain
pitch
-‐
reduce
bank
angle
to
attain
level
flight
at
180˚
point
2nd
90°
of
turn,
Pitch
=
constant
10-‐12˚
pitch
up,
Bank
=
decreasing
to
level
flight
8.
180˚
point
-‐
wings
level
-‐
minimum
controllable
airspeed
9.
Accelerate
while
maintaining
level
flight
10.
Cruise
checklist
Wind
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All Rights reserved. 27
FLIGHT
STANDARDS
CESSNA
172
Lazy
Eights
1.
Perform
two
90º
clearing
turns
2.
100
KIAS
(*2200
RPM)
maintain
altitude
3.
Clean
configuration
flow
4.
Choose
a
reference
point
off
of
the
wing
5.
Simultaneously
increase
pitch
and
bank
(SLOWLY)
6.
45˚
point
–
15˚
pitch
up
and
15˚
bank
7.
Reduce
pitch
/
increase
bank
8.
90˚
point
–level
pitch
-‐
30˚
bank
9.
Continue
reducing
pitch
and
reduce
bank
10.
135˚
point
-‐
15˚
pitch
down
-‐
15˚
bank
11.
180˚
point
–
level
flight
–
entry
airspeed
and
altitude
12.
Repeat
in
opposite
direction
13.
Cruise
checklist
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All Rights reserved. 28
FLIGHT
STANDARDS
CESSNA
172
Steep
Spirals
1.
Altitude
–
at
least
3000’
AGL
2.
Perform
two
90º
clearing
turns
3.
75
KIAS
(*1700
RPM)
maintain
altitude
4.
Clean
configuration
flow
5.
Choose
visual
reference
point
6.
Reduce
throttle
to
idle
7.
Track
at
least
three
constant
radius
circles
around
reference
point
8.
Airspeed
-‐
constant
9.
Bank
angle
–
adjust
for
winds
–
not
to
exceed
60°
10.
Clear
engine
once
every
360°
turn
11.
Recover
-‐
roll
out
on
specified
heading
(visual
reference)
12.
Adjust
DG/HSI
to
compass
13.
Cruise
checklist
Note:
The
DG/HSI
will
precess
during
this
maneuver.
Rely
on
visual
references.
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All Rights reserved. 29
FLIGHT
STANDARDS
CESSNA
172
Eights
On
Pylons
1.
Enter
pivotal
altitude
(Approx
900’
AGL
at
100
KIAS
-‐
*2200
RPM)
2.
Perform
two
90º
clearing
turns
3.
Clean
configuration
flow
4.
Select
two
pylons
to
allow
for
minimal
time
spent
wings
level
between
the
two
5.
Enter
maneuver
on
a
45°
midpoint
downwind
6.
Apply
appropriate
pitch
corrections
to
compensate
for
changes
in
groundspeed
and;
7.
To
maintain
line
of
sight
reference
with
the
pylon
(pitch
forward
if
point
moves
toward
nose
and
pitch
back
if
point
moves
toward
tail).
8.
Begin
rollout
to
allow
the
airplane
to
proceed
diagonally
between
the
pylons
at
a
45º
angle
9.
Begin
second
turn
in
the
opposite
direction
of
the
first
10.
Exit
maneuver
on
entry
heading
11.
Cruise
checklist
All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc.
All Rights reserved. 30
FLIGHT
STANDARDS
CESSNA
172
Instrument
Procedures
Precision
Approach
(ILS
Approach)
1. 10-‐20
miles
from
the
IAF,
Complete
the
Approach
briefing
and
identify
the
localizer
as
early
as
possible.
2. Set
up
the
GPS
(If
equipped)
with
current
approach
procedure.
3. 3
minutes
from
the
IAF,
Slow
to
100
KIAS.
*Approximately
2300
rpm
4. 3
miles
from
the
FAF,
Slow
to
90
KIAS.
*Approximately
2200
rpm
5. Trim
for
90
KIAS
on
vectors
until
established
on
a
published
segment
of
the
approach.
6. Announce
“Localizer
Alive”
when
localizer
begins
moving
toward
center.
7. Announce
“Glideslope
Alive”
when
glideslope
begins
moving
toward
center.
8. Verify
no
flags
at
glideslope
intercept
altitude
and
marker.
9. 1
dot
below
glideslope
intercept:
• Landing
Checklist
• Select
flaps
10˚.
10. Intercept
and
track
the
Glide
slope.
11. Descend
on
glideslope
at
90
KIAS.
*
It
will
take
approx.
1800
RPM
and
500
FPM
to
stay
on
glideslope.
12. Standard
Callouts
“1000-‐500-‐300-‐200-‐100
above
DA”
and
“Minimums”
13. Upon
Arrival
at
the
Decision
Altitude,
the
Pilot
Flying
must
decide
to
either
land
with
one
of
the
visual
references
mentioned
in
91.175
or
execute
the
Missed
approach.
NON-‐Precision
Approach
1. 10-‐20
miles
from
the
IAF,
Complete
the
Approach
briefing
and
identify
the
localizer
as
early
as
possible.
2. Set
up
the
GPS
(If
equipped)
with
current
approach
procedure.
3. 3
minutes
from
the
IAF,
Slow
to
100
KIAS.
*Approximately
2300
rpm
4. 3
miles
from
the
FAF,
Slow
to
90
KIAS.
*Approximately
2200
rpm
5. Trim
for
90
KIAS
on
vectors
until
established
on
a
published
segment
of
the
approach.
6. Announce
“Course
Alive”
when
course
begins
moving
toward
center.
7.
½
mile
from
the
Final
Approach
Fix:
• Landing
Checklist
• Select
flaps
10˚.
8. Passing
final
approach
fix
descend
at
700
FPM
and
90
knots
using
approx.
1700
RPM
9. Standard
Callouts
“1000-‐500-‐300-‐200-‐100
above
MDA”
and
“Minimums”
10. Maintain
the
MDA
+50
feet,
-‐0
feet.
11. Upon
Arrival
at
the
Missed
approach
point,
the
Pilot
Flying
Must
decide
to
either
land
with
one
of
the
visual
references
mentioned
in
91.175
or
execute
the
Missed
approach.
All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc.
All Rights reserved. 31
FLIGHT
STANDARDS
CESSNA
172
All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc.
All Rights reserved. 32