Cessna 172 (180 HP) Standard Operating Procedures
request “Progressive Taxi” instructions from Tower at a
Revised June 2020
PASSENGER SAFETY BRIEF
1. S – Seatbelts: Show the location, operation, and
their required use.
2. A – Air vents: Show the location and operation.
3. F – Fire extinguisher: Show the location and
operation.
4. E – Exits: Show the location and operation.
5. T – Traffic: Ask for assistance in looking for other
aircraft and describe the method of calling it out to
PIC with reference to clock.
– Talking – explain the need for Sterile Cockpit
in the pattern and other times when necessary.
6. Y – Your questions?
TAXIING
Immediately after the airplane begins moving during
initial taxi, pull throttle to idle and check brakes.
Control safe taxi speed with throttle and without
excessive use of brakes. Speed should be comparable
to a fast paced walk.
Position the flight controls for existing wind conditions.
“Turn into a headwind; dive away from a tailwind.”
Minimize heads-down time. Always be on the alert for
people, aircraft, and taxi/runway signs.
Refer to an Airport Diagram while taxiing.
If not familiar with the airport, or if unsure of position,
Class “D”, “C”, or “B” airport.
Normal Takeoff (Flaps UP)
Line up on centerline, check Magnetic Compass and
Directional Gyro
Heels on floor (to avoid inadvertent brake application).
Full power, check RPM and oil pressure
Steer with rudder pedals to maintain runway centerline.
Rotate at 55 KIAS to Climb Pitch Attitude
Climb out, 73 KIAS, check ball centered for coordinated
flight.
Set trim to hold 73 KIAS.
Track extended runway centerline, or follow noise
abatement procedures, as required.
If remaining in the pattern, turn crosswind upon reaching
700 ft. AGL.
Note: For N3HQ, elevator trim will have to be set slightly
more nose up due to the installation of the STOL (Short
Takeoff and Landing) kit. See last page of this
document.
Level Off From Climb
Lower nose to achieve level flight pitch attitude.
Allow airspeed to increase to desired speed.
Reduce RPM to maintain less than 75% power.
Trim nose down to reduce stick force.
Verify: flaps up, engine instruments green.
Check the Ball of the Slip / Skid indicator.
Note: Start level off approximately 50 - 100 ft before
desired altitude to avoid overshooting.
Straight and Level Flight
Use outside references to establish and maintain the
desired pitch attitude and wings level position.
Note: use instrument panel glareshield position with
respect to the horizon.
Check the ball of the slip/skid indicator.
Note: Ball to the left of center requires left rudder
for balanced flight, ball to right of center requires
right rudder for balanced flight. Keep the ball in
the middle by "stepping on the ball."
Trim as required.
Note: Use trim to minimize the force required
to hold the desired pitch attitude, not to change the
attitude.
Check the altimeter and vertical speed indicator.
Make small pitch corrections as necessary to maintain
desired altitude.
Do not fixate on any one instrument.
Primary attitude reference is outside the airplane.
Turns (Level Flight)
Look in the direction of turn before banking!
Use rudder and aileron together to establish the desired
bank angle.
Once the desired bank angle is established, neutralize
the rudder and aileron inputs. Maintain back pressure to
maintain altitude.
Note: Level altitude turns require some back elevator
pressure to maintain a constant altitude (more bank,
more elevator back pressure.)
Use rudder and aileron together to roll out of the bank to
wings level.
Release any back elevator pressure.
Neutralize the rudder and aileron.
Check that the ball is centered.
Note: To roll out on a specific heading, lead the
heading by one third the bank angle (example: 30
degrees bank angle, lead rollout by 10 degrees.)
Climbs
Mixture Rich,
Add Full Power,
and simultaneously, raise the nose to the climbing pitch
attitude.
Adjust pitch attitude to maintain desired airspeed.
Note: Vx = 62 KIAS (best angle)
Vy = 73 KIAS (best rate)
cruise climb = 75 - 85 KIAS
Keep the ball centered
Set trim to hold desired airspeed
Descents Checklist: Fuel Selector – Both, Carb Heat – ON, Mixture
Carb Heat - On – Rich,
Reduce RPM to desired level and lower nose to the Abeam the numbers:
pitch attitude required in order to maintain the desired Reduce power to approximately 1500 RPM, slow down to
airspeed. flap operating speed (110 KIAS for flaps 10, 85 KIAS for
Note: For a cruise descent, reduce power (to about 2000 N3HQ)), select flaps 10, adjust pitch to maintain 75
RPM) KIAS.
to maintain a descent rate of approximately 500 ft / min. Re-trim.
and maintain cruise speed. On Base, (select flaps 20 (below 85 KIAS), if desired),
Trim as required to minimize elevator pressure for estimate whether high or low, adjust power (add power if
desired pitch attitude. low, reduce power if high) maintain a 70 KIAS descent.
Keep the ball centered. (Half way through base leg, altitude should be half of
pattern altitude.)
Level Off From Descent On Final, (select flaps to 30, if desired), adjust power as
Simultaneously increase RPM and raise the nose. required to maintain desired glide path,
Carb Heat – Off Adjust pitch to maintain 65 KIAS.
Trim to eliminate elevator pressure. Airspeed should be 65 KIAS over the runway.
Note: To level off from a descent, lead the level off by Once the runway is made, reduce power to idle.
approximately 50 - 100 feet 15 - 20 feet above runway, slowly begin raising the nose
to flare. Focus eyes at far end of the runway.
Normal Landing Gradually increase back pressure on the control wheel to
10nm from airport, listen to AWOS and / or request try and hold aircraft just off
Airport Advisory. the runway as long as possible.
5nm from airport begin self-announcing your position. Use rudder pedals to point airplane down the runway and
When airport is in sight  Complete the Landing control wheel to
Checklist. maintain altitude and keep it over the centerline.
Enter traffic pattern following noise abatement Once main wheels touch the ground, steer with rudder
procedures. pedals.
As you enter the pattern, reduce power to 2000 RPM to Gradually lower the nose wheel and begin applying
slow the airplane.. brakes as needed.
Downwind leg approximately 2000 RPM, level flight, at Clear runway.
pattern altitude. Make radio call.
Re-trim. Complete After Landing Checklist

Summary. Throughout landing pattern: If fast, raise nose;
if slow, lower nose.
If high, reduce power; if low, add power.
PITCH CONTROLS AIRSPEED,
POWER CONTROLS ALTITUDE.
Always, be prepared to Go-Around if approach is too
high, too low or if touchdown will not occur in first
third of runway.
Note : For Gusty Winds, add ½ the gust factor to
approach speed. (Example: Winds 300 @ 15, gusting
25, add 5 knots to approach speed.)
Note: For N3HQ, approach speeds can be slightly slower
due to the installation of the STOL (Short Takeoff and
Landing) kit. Also, due to the effectiveness of the STOL
wing in ground effect, it is important to avoid skidding the
tires when applying brakes. See last page of this
document.
Go-Around
Apply full power.
Carb Heat – OFF
Pitch for climb attitude.
Retract flaps to 10°.
Slightly alter heading and fly to parallel right of side
runway.
At a safe altitude, retract flaps to up, climb at 73 KIAS.
Make radio call: “airport name Traffic, Cessna _____,
Going Around, Runway xx,”.
Crosswind Takeoff
Begin ground roll with full aileron into the wind.
Gradually take out most of the aileron as aircraft
accelerates to 55 KIAS.
Lift nose wheel, then downwind main gear, then upwind
main gear.
After lift-off, establish coordinated crab (ball in middle)
into the wind.
Note: For N3HQ, elevator trim will have to be set slightly
more nose up due to the installation of the STOL (Short
Takeoff and Landing) kit. See last page of this document.
Crosswind Landing
Use less or no flaps in stronger crosswinds.
Add 5 KIAS to approach speed if runway length allows,
especially in gusts.
Apply aileron into wind to hold aircraft over the centerline
Apply rudder to point nose down the runway
Note: Net effect should have the aircraft slightly
cross controlled in a side-slip with the wing down into the
wind and the fuselage aligned with the runway. (Note:
ball will not be centered in a side-slip.)
Use more or less side-slip to compensate for any varying
crosswind, keeping the airplane on the runway centerline
extended and the fuselage aligned with the runway.
Touchdown first on the upwind main gear, followed by
the other main gear, followed by the nose wheel. holding
aileron into the wind, maintaining directional control with
the rudder.
Forward Slips Accelerate back to 105 KIAS, trimming nose down as
Lower the wing in the desired direction (into a crosswind, required.
if crosswind exists). Set RPM to maintain 105 KIAS. (2300 RPM)
Simultaneously, apply opposite rudder such that the track Re-trim.
across the ground is maintained.
Pitch to maintain airspeed. Slow Flight (Full Flaps)
105 KIAS. (2300 RPM)
More wing down and more opposite rudder will steepen 2 clearing turns.
the angle of descent. Look for a distant object to fly toward.
Less wing down and less opposite rudder will shallow the Mixture – Rich
angle of descent. Carb Heat - ON
Reduce power to 1500 RPM.
This is most effective with no power, full flaps, Increase pitch attitude and trim to maintain altitude.
wing down into the crosswind. Below 110 KIAS, extend flaps to 10; below 85 KIAS,
extend flaps to 20, then 30.
Adjust pitch and power (approx. 2000 RPM) to maintain
Slow Flight (Flaps Up) altitude at 50 KIAS.
105 KIAS. (2300 RPM) Maintain coordinated flight with ball in middle to maintain
2 clearing turns. heading.
Look for a distant object to fly toward. Make two 90 degrees turns (left and right) using 15
Mixture – Rich degrees angle of bank.
Carb Heat - ON Recovery
Reduce power to 1500 RPM Full power.
Increase pitch attitude and trim nose up to maintain Carb Heat - OFF
altitude. Pitch for level attitude.
Adjust pitch and power (1700 RPM to maintain altitude at Retract flaps to 10, then to flaps up.
60 KIAS.) Accelerate back to 105 KIAS.
Maintain coordinated flight with ball in middle to maintain Set Power to maintain 105 KIAS. (2300 RPM)
heading. Re-trim.
Recovery
Full power.
Carb Heat - OFF
Pitch for level attitude.
Power Off Stall (Flaps Up) Power Off Stall (Full Flaps)
Perform two clearing turns.
Mixture – Rich Mixture – Rich
Carb heat - On Carb Heat - On
Reduce power to idle, maintain heading, coordinated
flight, ball in middle. Establish the airplane in level flight at 65 KIAS with full
Slowly increase pitch attitude while maintaining altitude, flaps.
increasing angle of attack, allowing airspeed to decrease Perform two clearing turns.
slowly. Reduce power to idle, and maintain a 65 KIAS stabilized
descent, maintain heading, coordinated flight, ball in
Recovery middle.
At the first sign of the stall: Slowly increase pitch attitude, increasing angle of attack,
Reduce the angle of attack by using forward control allowing airspeed to decrease slowly.
wheel as necessary,
Add full power, carb heat – off, use right rudder to keep Recovery
ball in middle. At the first sign of the stall:
Pitch for climb attitude and climb to and level off at Reduce the angle of attack by using forward control
starting altitude. wheel as necessary,
105 KIAS (2300 RPM) Add full power, carb heat - off, use right rudder to keep
ball in middle.
(For a stall in a banked turn, reduce the angle of attack Pitch to climbing attitude, retract flaps to 10,
before leveling the wings.) Check for 70 KIAS, retract flaps, climb to and level off at
starting altitude.
Note: For N3HQ, stall speeds will be slower due to the 105 KIAS (2300 RPM)
installation of the STOL (Short Takeoff and Landing) kit.
See last page of this document. (For a stall in a banked turn, reduce the angle of attack
before leveling the wings.)

Note: For N3HQ, stall speeds will be slower due to the

installation of the STOL (Short Takeoff and Landing) kit.
See last page of this document.
Power On Stall (Flaps Up) Slowly increase pitch attitude, increasing angle of attack,
Mixture – Rich allowing airspeed to decrease slowly. Maintain
coordinated flight, ball in middle.
Perform two clearing turns. Recovery
Reduce power to 15” MAP. At the first sign of stall:
Approaching 73 KIAS, add full power and establish a Reduce the angle of attack by using forward stick as
climb. necessary,
Slowly increase pitch attitude, increasing angle of attack, After recovery, resume climb, 73 KIAS, retract flaps,
allowing airspeed to decrease slowly. Maintain maintaining 73 KIAS (full power), or level off at 105 KIAS
coordinated flight, ball in middle. (2300 RPM)
Recovery
At the first sign of stall: (For a stall in a banked turn, reduce the angle of attack
Reduce the angle of attack by using forward stick as before leveling the wings.)
necessary,
After recovery, resume climb at 73 KIAS (full power) or
level off at Note: For N3HQ, stall speeds will be slower due to the
105 KIAS (2300 RPM) installation of the STOL (Short Takeoff and Landing) kit.
See last page of this document.
(For a stall in a banked turn, reduce the angle of attack
before leveling the wings.) Steep Turns
Establish cruise flight at or below 105 KIAS with
approximately 2300 RPM
Note: For N3HQ, stall speeds will be slower due to the Perform two clearing turns.
installation of the STOL (Short Takeoff and Landing) kit. Choose landmark for entry heading.
See last page of this document. Begin roll to 45° bank.
At 30° bank, add 200 RPM, and add some back control
Power On Stall (Flaps 10) wheel pressure to maintain altitude.
Mixture – Rich Continue roll to 45° bank, increasing back control wheel
Perform two clearing turns. pressure as needed to maintain altitude.
Reduce power to 1500 RPM. 15° prior to roll-out heading, begin roll out, reduce
Below 110 KIAS, extend flaps to 10, power 200 RPM, and relax back stick pressure to
Approaching 73 KIAS, add full power and establish a maintain altitude.
climb. Roll out, maintaining entry altitude and on entry heading.
Turns Around a Point
Determine wind direction.
Select a suitable site. Should have emergency landing
areas, no towers, and not disturb the neighbors.
Establish cruise flight at 105 KIAS, 2300 RPM
Select four points around the point that are equidistant
from the center. These four points are your targets.
Enter maneuver at 1000 feet AGL.
Steepest bank should be downwind. Shallowest bank
should be upwind.
Keep object same distance from aircraft by adjusting
bank angle. Steeper brings it closer. Shallower
takes it further away.
S-Turns Across a Road
Determine wind direction
Select either Rt 50, Rt 404, or Rt 301. Winds should be
perpendicular to road. (Talk to ESN tower prior to using
Rt. 50 inside Class D).
Select a suitable site. Should have emergency landing
areas, no towers, and not disturb the neighbors.
Establish cruise flight at 105 KIAS 2300 RPM.
Select target distance from road.
Enter maneuver at 1000 feet AGL, perpendicular to road
When over the road begin turn
Steepest bank should be downwind. Shallowest bank
should be upwind.
Airplane should be wings level only when crossing the
road. Adjust bank angle as necessary.
Short Field Takeoff
Flaps 10°
Stop aircraft at the very end of the runway
Hold brakes and apply full power, check RPM and oil
pressure
Release brakes, control wheel centered or into
crosswind.
Rotate at 55 KIAS
Climb out at 57 KIAS
Above 50 foot obstacle height, pitch for 70 KIAS
At 500 feet AGL, flaps up, maintain 73 KIAS, re-trim
Note: For N3HQ, elevator trim will have to be set slightly
more nose up due to the installation of the STOL (Short
Takeoff and Landing) kit. See last page of this
document.
Short Field Landing
Set up final approach at 61 KIAS, flaps 30.
Establish aim point prior to actual touch down point
After touch down, retract flaps, apply brakes, steadily
increasing brake pressure, but do not skid the tires, pull
control wheel back.
Note: For N3HQ, approach speeds can be slightly slower
due to the installation of the STOL (Short Takeoff and
Landing) kit. Also, due to the effectiveness of the STOL
wing in ground effect, it is important to avoid skidding the
tires when applying brakes. See last page of this
document.
Soft Field Takeoff Use minimal braking and keep aircraft moving until
parked.
Inspect field condition checking for grass height, holes, Note: Be sure to check NOTAMS that runway is
debris, and wetness. open! Kentmorr closes when it is muddy.
Flaps 10°
Full aft control wheel during taxi. Roll onto runway Note: For N3HQ, approach speeds can be slightly slower
centerline without stopping, due to the installation of the STOL (Short Takeoff and
Apply full power, Landing) kit. See last page of this document.
Full aft control wheel until nosewheel clears surface, then
aft control wheel as necessary to keep nosewheel just Engine Failure
above surface of the ground.
As soon as main wheels leave the ground, lower nose to Establish and trim for best glide speed 68 KIAS. A
level attitude and fly aircraft 5 feet off the ground until 70 – Airspeed 68 KIAS
KIAS. Select emergency landing site and head that way. B
Climb at 70 KIAS to 500 feet AGL, retract flaps. – Best Field
Climb out at 73 KIAS, re-trim. Checklist tto Restart Engine
Carb Heat - ON D
Note: For N3HQ, elevator trim will have to be set slightly – Declare Emerg. to ATC: Fuel Selector Valve - Both
more nose up due to the installation of the STOL (Short 121.5
Takeoff and Landing) kit. See last page of this Mixture – Rich E
document. – Emerg. Transponder 7700
Throttle - Open half way
Soft Field Landing Primer - Locked
Perform low pass to inspect field condition for grass If Prop is stopped, attempt re-start by turning IGNITION
height, holes, debris, and wetness. key to start.
Set up normal approach to landing, 65 KIAS, Flaps 30. IF there is time, call for help giving position
Cross threshold, power to idle, and start flare. Radio 121.5 MHz
Just prior to touchdown, add a little power to cushion Transponder 7700
landing. Secure Engine
After touchdown, power to idle. If engine will not restart –
Keep nose wheel off the ground as long as possible, Fuel Selector Valve – OFF
holding aft pressure as long as possible. Mixture - Idle Cut-Off
Ignition - OFF
Flaps - as necessary Engine Failure Immediately After
Master - Off after final flaps Takeoff
Doors - Unlatched Pitch DOWN for 68 KIAS
Make shallow turns right or left
Emergency Descent Do NOT attempt to return to runway below 1000 feet
Carb Heat - ON Off runway 29 - prepare for ditching
Reduce power to idle.
Flaps up. Ditching
Lower the pitch attitude to increase airspeed until desired Pitch for 68 KIAS
rate of descent is obtained. If air is smooth <158 KIAS, if Head towards a boat or shoreline
turbulent <127 KIAS Radio - Transmit MAYDAY on 121.5 Mhz and Squawk
Banking to 45 degrees. 7700
Trim. Wing flaps – DOWN
Approaching desired altitude, level the wings and Airspeed – 65 KIAS
gradually raise the nose. Approach - Into the wind
Add power and trim to level off, if available. Seatbelt – Secure
Door - Unlatch
Flat Tire Upon Landing Eyeglasses - Remove
Stop aircraft Face - Cushion if possible
Radio call - Notify UNICOM and landing traffic of runway Touchdown - Minimum airspeed
situation Airplane -Evacuate
If able, push aircraft off of runway while keeping as much
weight off of that wheel as possible Engine Fire - Emergency Descent
If unable to reach UNICOM - Call CSP emergency Fuel Selector Valve – Off
numbers Mixture – Idle Cut-Off
for assistance Full throttle
Pitch for highest possible airspeed to try and extinguish
Aborted Takeoff flames. If
Retard throttle air is smooth <158 KIAS; if turbulent <127KIAS
Apply full braking Select emergency field.
Steer as appropriate Mayday 121.5 and 7700.
Note: Grass can be used to slow the airplane down Ignition switch off after fuel is consumed (30 seconds).
Prepare for forced landing (use Engine Failure checklist).
Spin Recovery Loss of Flap Control
Reduce the Power to idle Check Circuit Breaker
Position the Ailerons to neutral (flaps up) If flaps are down, maintain airspeed below 110 KIAS with
Apply full opposite Rudder against the rotation 10 flaps, or below 85 KIAS with 20 or 30 flaps, when
After one-fourth turn, Elevator: move the control wheel returning to airport.
forward of neutral in a brisk motion. If flaps are up, return home and execute flaps-up landing
After spin rotation stops, neutralize the rudder
Begin applying back-elevator pressure to raise the nose Brake Failure
to level flight If you are fast and have half or more of the runway
remaining, go-around and re-approach using short field
Overheating Oil Without Loss of Oil landing technique or go to longer runway
Pressure Land with minimum airspeed
Reduce Power Roll into the grass on the side of the runway if needed to
Lower angle of attack stop the plane
If oil temperature continues to climb, land
Electrical Fire
Overheating Oil With Loss of Oil Master switch - OFF
Pressure Vent fumes from cabin
Select and head towards emergency landing spot Land as soon as practical
Declare an emergency 121.5 and 7700 Remember, you will have no flaps, radio, or electric trim
Prepare for engine failure and use of appropriate control
checklist

Loss of Radio
If in a pattern at a towered field, look for light gun signals.
If under flight following or in towered airspace with radar,
squawk 7600.
Acknowledge Tower instructions or light signals by
rocking wings.
Otherwise return home or to nearest appropriate airport
Overfly and observe airport traffic pattern
Carefully merge with traffic
Execute normal landing
 The Sportsman STOL wing cuff is a state of the art modification designe
increase light plane utility and safety by increasing the wings efficiency a
resistance to stalls and spins. The kit consists of a glove that fits over th
wings leading edge, extending approximately two inches forward from th
original wing, and further drooping the leading edge. The Sportsman ST
not just a lip on the bottom, but is a re-engineered airfoil. The aim of the
Sportsman STOL modification is to improve aerodynamics. The Sportsm
STOL achieves this by streamlining the impingement point for smoother
airflow and less drag. The second benefit is that the airflow remains smo
a greater angle of attack (increased Laminar Flow) and the stall curve is
considerably extended. The Sportsman STOL increases the wing area b
approximately four square feet. There is no other leading edge modifica
that performs as well as the Sportsman STOL.

What will it do for me?

 Nearly double the lift co-efficient
 Increase flap efficiency
 Increased rate of climb
 Eliminate the classic stall
About the Sportsman STOL  Increase glide ratio
The Sportsman STOL modifications itself was originated by Marvin Increase
 Davis, a fuel economy
Lockheed Skunkworks engineer who developed it while studying NASA  Raise service ceiling
 Reduce
technical notes pertaining to airfoil stall and spin characteristics from NASA's landing & take off speeds
Langley Research Center. After finalizing his findings through wind  tunnel
NO reduction in cruise performance
tests, Marvin obtained the rights from Lockheed. Sadly, Mr. Davispassed Reduce stagnation point drag
away before realizing the full potential of this discovery. Since thekit'sMake flying fun again
inception, it has been installed, commonly replacing other STOL
modifications, on over 4000 airplanes, with customers including the Alaska
Added Performance Benefits:
Fish and Game Department, The Royal Canadian Mounted Police, various
 ADDED Wing Area
law enforcement agencies worldwide, and owners in Australia, Canada, New
Zealand, South Africa, South America, England, Mexico, as well as Stall
 all overspeed REDUCTION over stock wing and other STOL mod's
the United States. Tell Me More  Softer stall characteristics
 NO drag penalty
 Enhanced SAFETY

Part Number: SA-170172-40

Approval Basis: Supplemental Type Certificate No SA2256WE