C-172 Standards Manual
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FLIGHT STANDARDS CESSNA 172
C-172 STANDARDS MANUAL
All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
1
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. All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
2
FLIGHT STANDARDS CESSNA 172 GENERAL FLIGHT PROCEDURES CESSNA 172
4
BRIEFINGS
5
SPARK PLUG CLEARING PROCEDURE
6
CLEARING TURNS
6
PRE-‐MANEUVER CHECKLIST
7
TAXI OPERATIONS
8
TRAFFIC PATTERN OPERATIONS
9
TAKEOFF AND CLIMB
10
SHORT-‐FIELD TAKEOFF AND CLIMB
11
SOFT-‐FIELD TAKEOFF AND CLIMB
12
POWER-‐OFF STALL
13
POWER-‐ON STALL
14
SLOW FLIGHT
15
STEEP TURNS
16
RECTANGULAR COURSE
16
S-‐TURNS
17
17
EMERGENCY APPROACH AND LANDING
18
APPROACH AND LANDING
18
SOFT-‐FIELD APPROACH AND LANDING
20
SHORT-‐FIELD APPROACH AND LANDING
20
FORWARD SLIP TO LANDING
21
GO-‐AROUND (REJECTED LANDINGS)
22
DIVERSION
TURNS AROUND A POINT
23
LOST PROCEDURES
24
NO FLAP LANDING
25
RECOVERY FROM UNUSUAL ATTITUDES
26
CHANDELLES
27
LAZY EIGHTS
28
STEEP SPIRALS EIGHTS ON PYLONS
29
30
INSTRUMENT APPROACHES
31
All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
3
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.
POSITIVE EXCHANGE OF FLIGHT CONTROLS During flight training, there must always be a clear understanding between student and flight instructors of who has control of the aircraft. A positive three-‐step process in the exchange of flight controls will be conducted. 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.
All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
4
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:
• • • • • • •
Who is taking off? Runway in use. Runway in length Applicable aircraft V-‐speeds.. Emergency procedures during takeoff. (Ground Roll, Below 1000ft, and Above 1000ft) Positive exchange of flight controls. ANY QUESTIONS?
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. All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
5
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. 2. 3. 4. 5. 6.
Verify the engine oil temperature gauge is within the normal operating range or, “In the green arc”. Verify that the magnetos are set to both. Smoothly apply power to full static RPM, approximately 2000 RPM. Lean the mixture until the first indication of an RPM drop or engine roughness. Maintain this mixture and RPM combination for 10-‐20 seconds. 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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6
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: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Fuel Selector valve…………………………………….……………………….……...BOTH Mixture………………………………………………………….……………….…………. RICH Carburetor Heat (If Installed)..……………….……….…….……….AS REQUIRED Landing Light…………………………………………….…………………………….……..ON Master……………………………………………………….……………………….………….ON Ignition………………………………………………………………………………….…...BOTH Seat Belts……………………………………………………..……….………………SECURED Position Report…………………………………………..………….……..……COMPLETE Clearing Turns………………………………………………………….....….….COMPLETE Selection of Emergency landing site…………………………..…………..CHOSEN
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7
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. STANDARDS: Private Pilot PTS, Area of Operation 2, Task D
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8
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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9
FLIGHT STANDARDS CESSNA 172
NORMAL AND CROSSWIND TAKEOFF AND CLIMB
1. Complete “Takeoff Checklist”. 2. Flaps -‐ UP. 3. Align airplane on runway centerline. 4. Determine wind direction and speed, and hold aileron into wind. 5. Advance throttle smoothly to maximum power. 6. Maintain directional control on runway centerline using rudders. 7. Adjust ailerons as necessary for existing wind conditions. 8. Verbally verify “Airspeed alive, and “Engine Instruments are in the green“ 9. Lift nose wheel at recommended airspeed and accelerate to VY. 10. Climb at VY with takeoff power until traffic pattern altitude or safe maneuvering altitude. 11. Maintain ground track over extended runway centerline. 12. At 500 feet AGL, complete “Climb Flow.” 13. At 300 feet below Traffic Pattern altitude, initiate a turnout to the desired direction.
14. Complete Climb Checklist at or above 1000 AGL.
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10
FLIGHT STANDARDS CESSNA 172
SHORT-‐FIELD TAKEOFF AND CLIMB
1. Complete “Takeoff Checklist” appropriate for aircraft. 2. Set 10° Flaps. 3. Position aircraft at beginning of runway aligned on centerline. 4. Determine wind direction and speed; hold aileron into wind. 5. Apply brakes and smoothly advance throttle to maximum power. 6. Check engine instruments “Green“and release brakes. 7. Verbally verify “Airspeed alive and Engine Instruments are in the green“ 8. Maintain directional control on runway centerline. 9. Adjust ailerons as necessary for existing wind conditions. 10. Rotate at recommended airspeed and accelerate to VX. 11. Climb at VX until obstacle is cleared, or at least 50 feet above the surface, then accelerate to Vy 12. Slowly retract flaps at safe altitude and airspeed (greater than 200 feet). 13. Maintain VY and takeoff power until traffic pattern altitude or safe maneuvering altitude. 14. Maintain ground track over extended runway centerline. 15. At 500 feet AGL Complete “Climb Flow”. 16. At 300 feet below Traffic Pattern altitude, initiate a turnout to the desired direction 17. Complete Climb Checklist at or above 1000 AGL
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11
FLIGHT STANDARDS CESSNA 172
SOFT-‐FIELD TAKEOFF AND CLIMB
1. Complete “Take off Checklist” appropriate for aircraft. 2. Set Flaps to 10°. 3. Taxi with full nose up elevator. 4. Align aircraft on takeoff path without stopping. 5. Determine wind direction and speed; hold aileron into wind. 6. Keep weight off the nose wheel by applying some back elevator pressure. 7. Advance throttle smoothly, maintain maximum power. 8. Verbally verify “Airspeed alive, and Engine Instruments are in the green.“ 9. Maintain directional control on center of takeoff path. 10. Adjust ailerons as necessary for existing wind conditions. 11. Liftoff as soon as practical and remain in ground effect while accelerating. 12. Accelerate to and maintain VX or VY as appropriate. 13. Slowly retract flaps at safe altitude and airspeed (greater than 200 feet AGL). 14. Maintain VX or VYand takeoff power until traffic pattern altitude or safe maneuvering altitude. 15. Maintain ground track over extended centerline of runway. 16. At 500 feet AGL Complete “Climb Flow”. 17. At 300 feet below Traffic Pattern altitude, initiate a turnout to the desired direction. 18. Complete Climb Checklist at or above 1000 AGL All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
12
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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13
FLIGHT STANDARDS CESSNA 172
STALLS -‐ POWER ON
1. Complete Pre-‐Maneuver checklist 2. Select a visual outside reference and a simulated ground altitude no more than 500 feet below entry altitude. 3. Select entry altitude that will allow recovery to be completed no lower than 2500 feet AGL. 4. Reduce power to 1600 RPM. 5. Carburetor heat as required. 6. Maintain assigned altitude and heading as aircraft slows to 55 KIAS or normal rotation speed. 7. Maintain constant heading or, if stall is to be done in a turn, establish maximum 20o angle of bank. 8. At 55 KIAS, apply full power, ensure carburetor heat OFF, and pitch for a stall. 9. Bring to full stall (PRIVATE). Bring to imminent stall (COMMERCIAL) 10. Recognize and announce indications of the stall and promptly recover by simultaneously adding full power, decreasing angle of attack, leveling wings, and ensuring carburetor heat OFF to regain normal flight attitude. 11. Accelerate to VX, establish a positive rate of climb, and maintain a constant heading. 12. Accelerate to VY and ensure flaps are retracted while maintaining positive rate of climb, avoiding secondary stalls, excessive airspeed, altitude loss, and spins below 2000 feet AGL. Last flap retraction above 60 KIAS
13. Continue positive rate of climb
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14
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 All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
15
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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16
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.
TURNS AROUND A POINT 1. Complete Pre-‐Maneuver Checklist 2. Determine winds and select a suitable reference point. 3. Enter downwind with the first turn to the left. 4. Plan the maneuver to enter at 600 feet to 1000 feet AGL. 5. Maintain 2300 RPM and 95 KIAS (±10 KIAS). 6. Maintain two complete radiuses using appropriate bank angle. 7. Apply adequate wind drift correction to track a constant radius turn around the selected reference point. 8. Depart the maneuver on the entry heading
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17
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.
NORMAL AND CROSSWIND APPROACH AND LANDING 1. Enter and fly traffic pattern according to standard procedures. 2. Complete before landing checklist. 3. Carburetor heat, as required, and reduce power to 1600 RPM, lower the 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 20o. 6. Maintain 75 knots during the base 7. Turn final and maintain proper ground track. 8. Extend flaps to 30o 9. Reduce airspeed to 65 KIAS. 10. Adjust pitch and power as necessary to maintain airspeed and descent angle. 11. Smoothly reduce power to idle over threshold. 12. Transition from approach to landing attitude approximately 10 to 15 feet above runway by applying back elevator pressure and crosswind correction as necessary. 13. Touchdown smoothly at approximate stalling speed, beyond and within 400 feet of intended touchdown point (Private), 200 feet (Commercial), with no appreciable drift, and airplane’s longitudinal axis aligned with and over runway centerline. 14. Maintain directional control during ground roll by increasing aileron deflection into the wind as necessary. All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
18
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.
19
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.
SHORT-‐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, extend flaps to 30o 7. Reduce airspeed to 65 KIAS. 8. Adjust pitch and power as necessary to maintain airspeed and descent angle that will ensure safe obstacle clearance. 9. Reduce airspeed to recommended airspeed +10/-‐5 KIAS on short final. 10. Transition from approach to landing attitude approximately 10 to 15 feet above runway by applying back elevator pressure and crosswind correction as necessary. 11. Touch down beyond and within 200 feet (Private), 100 feet (Commercial) of intended touchdown point, with minimum float and no appreciable drift, and airplane’s longitudinal axis aligned with and over runway centerline. 12. Maintain directional control after landing on ground roll by increasing aileron deflection into the wind as necessary. 13. Retract flaps, apply brakes and “up” elevator to stop in shortest distance consistent with safety.
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20
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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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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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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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. 2. 3. 4. 5. 6. 7. 8. 9.
Climb, being mindful of traffic and weather conditions, to identify prominent landmarks. Scan the area around the aircraft for prominent landmarks to determine the aircraft’s location. Using the aircraft’s navigational instruments, plot an azimuth from either two VOR or NDB facilities, to determine approximate location. Circle, so as not to aggravate the situation or wander into restricted or controlled airspace. Communicate if still unable to determine location, and request assistance from ATC. Comply with all ATC or FSS instructions. Remain Calm at all times. Conserve fuel by reducing power to 55% and lean the mixture. If the situation becomes an emergency, squawk “7700” on the transponder and seek assistance on 121.50.
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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. 2.
Follow the normal traffic pattern operations procedure for arriving at a towered or non-‐towered airport. 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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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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26
FLIGHT STANDARDS CESSNA 172
Chandelles
1. 2. 3. 4. 5. 6.
Perform two 90º clearing turns 100 KIAS (*2200 RPM) maintain altitude Clean configuration flow Choose a reference point off wing Establish / maintain 30° bank 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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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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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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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
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30
FLIGHT STANDARDS CESSNA 172
Instrument Procedures Precision Approach (ILS Approach) 1. 2. 3. 4. 5. 6. 7. 8. 9.
10. 11. 12. 13.
10-‐20 miles from the IAF, Complete the Approach briefing and identify the localizer as early as possible. Set up the GPS (If equipped) with current approach procedure. 3 minutes from the IAF, Slow to 100 KIAS. *Approximately 2300 rpm 3 miles from the FAF, Slow to 90 KIAS. *Approximately 2200 rpm Trim for 90 KIAS on vectors until established on a published segment of the approach. Announce “Localizer Alive” when localizer begins moving toward center. Announce “Glideslope Alive” when glideslope begins moving toward center. Verify no flags at glideslope intercept altitude and marker. 1 dot below glideslope intercept: • Landing Checklist • Select flaps 10˚. Intercept and track the Glide slope. Descend on glideslope at 90 KIAS. * It will take approx. 1800 RPM and 500 FPM to stay on glideslope. Standard Callouts “1000-‐500-‐300-‐200-‐100 above DA” and “Minimums” 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.
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FLIGHT STANDARDS CESSNA 172
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32
C-172 STANDARDS MANUAL
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1
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. All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
2
FLIGHT STANDARDS CESSNA 172 GENERAL FLIGHT PROCEDURES CESSNA 172
4
BRIEFINGS
5
SPARK PLUG CLEARING PROCEDURE
6
CLEARING TURNS
6
PRE-‐MANEUVER CHECKLIST
7
TAXI OPERATIONS
8
TRAFFIC PATTERN OPERATIONS
9
TAKEOFF AND CLIMB
10
SHORT-‐FIELD TAKEOFF AND CLIMB
11
SOFT-‐FIELD TAKEOFF AND CLIMB
12
POWER-‐OFF STALL
13
POWER-‐ON STALL
14
SLOW FLIGHT
15
STEEP TURNS
16
RECTANGULAR COURSE
16
S-‐TURNS
17
17
EMERGENCY APPROACH AND LANDING
18
APPROACH AND LANDING
18
SOFT-‐FIELD APPROACH AND LANDING
20
SHORT-‐FIELD APPROACH AND LANDING
20
FORWARD SLIP TO LANDING
21
GO-‐AROUND (REJECTED LANDINGS)
22
DIVERSION
TURNS AROUND A POINT
23
LOST PROCEDURES
24
NO FLAP LANDING
25
RECOVERY FROM UNUSUAL ATTITUDES
26
CHANDELLES
27
LAZY EIGHTS
28
STEEP SPIRALS EIGHTS ON PYLONS
29
30
INSTRUMENT APPROACHES
31
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3
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.
POSITIVE EXCHANGE OF FLIGHT CONTROLS During flight training, there must always be a clear understanding between student and flight instructors of who has control of the aircraft. A positive three-‐step process in the exchange of flight controls will be conducted. 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:
• • • • • • •
Who is taking off? Runway in use. Runway in length Applicable aircraft V-‐speeds.. Emergency procedures during takeoff. (Ground Roll, Below 1000ft, and Above 1000ft) Positive exchange of flight controls. ANY QUESTIONS?
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. All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
5
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. 2. 3. 4. 5. 6.
Verify the engine oil temperature gauge is within the normal operating range or, “In the green arc”. Verify that the magnetos are set to both. Smoothly apply power to full static RPM, approximately 2000 RPM. Lean the mixture until the first indication of an RPM drop or engine roughness. Maintain this mixture and RPM combination for 10-‐20 seconds. 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: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Fuel Selector valve…………………………………….……………………….……...BOTH Mixture………………………………………………………….……………….…………. RICH Carburetor Heat (If Installed)..……………….……….…….……….AS REQUIRED Landing Light…………………………………………….…………………………….……..ON Master……………………………………………………….……………………….………….ON Ignition………………………………………………………………………………….…...BOTH Seat Belts……………………………………………………..……….………………SECURED Position Report…………………………………………..………….……..……COMPLETE Clearing Turns………………………………………………………….....….….COMPLETE Selection of Emergency landing site…………………………..…………..CHOSEN
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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. STANDARDS: Private Pilot PTS, Area of Operation 2, Task D
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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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9
FLIGHT STANDARDS CESSNA 172
NORMAL AND CROSSWIND TAKEOFF AND CLIMB
1. Complete “Takeoff Checklist”. 2. Flaps -‐ UP. 3. Align airplane on runway centerline. 4. Determine wind direction and speed, and hold aileron into wind. 5. Advance throttle smoothly to maximum power. 6. Maintain directional control on runway centerline using rudders. 7. Adjust ailerons as necessary for existing wind conditions. 8. Verbally verify “Airspeed alive, and “Engine Instruments are in the green“ 9. Lift nose wheel at recommended airspeed and accelerate to VY. 10. Climb at VY with takeoff power until traffic pattern altitude or safe maneuvering altitude. 11. Maintain ground track over extended runway centerline. 12. At 500 feet AGL, complete “Climb Flow.” 13. At 300 feet below Traffic Pattern altitude, initiate a turnout to the desired direction.
14. Complete Climb Checklist at or above 1000 AGL.
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10
FLIGHT STANDARDS CESSNA 172
SHORT-‐FIELD TAKEOFF AND CLIMB
1. Complete “Takeoff Checklist” appropriate for aircraft. 2. Set 10° Flaps. 3. Position aircraft at beginning of runway aligned on centerline. 4. Determine wind direction and speed; hold aileron into wind. 5. Apply brakes and smoothly advance throttle to maximum power. 6. Check engine instruments “Green“and release brakes. 7. Verbally verify “Airspeed alive and Engine Instruments are in the green“ 8. Maintain directional control on runway centerline. 9. Adjust ailerons as necessary for existing wind conditions. 10. Rotate at recommended airspeed and accelerate to VX. 11. Climb at VX until obstacle is cleared, or at least 50 feet above the surface, then accelerate to Vy 12. Slowly retract flaps at safe altitude and airspeed (greater than 200 feet). 13. Maintain VY and takeoff power until traffic pattern altitude or safe maneuvering altitude. 14. Maintain ground track over extended runway centerline. 15. At 500 feet AGL Complete “Climb Flow”. 16. At 300 feet below Traffic Pattern altitude, initiate a turnout to the desired direction 17. Complete Climb Checklist at or above 1000 AGL
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11
FLIGHT STANDARDS CESSNA 172
SOFT-‐FIELD TAKEOFF AND CLIMB
1. Complete “Take off Checklist” appropriate for aircraft. 2. Set Flaps to 10°. 3. Taxi with full nose up elevator. 4. Align aircraft on takeoff path without stopping. 5. Determine wind direction and speed; hold aileron into wind. 6. Keep weight off the nose wheel by applying some back elevator pressure. 7. Advance throttle smoothly, maintain maximum power. 8. Verbally verify “Airspeed alive, and Engine Instruments are in the green.“ 9. Maintain directional control on center of takeoff path. 10. Adjust ailerons as necessary for existing wind conditions. 11. Liftoff as soon as practical and remain in ground effect while accelerating. 12. Accelerate to and maintain VX or VY as appropriate. 13. Slowly retract flaps at safe altitude and airspeed (greater than 200 feet AGL). 14. Maintain VX or VYand takeoff power until traffic pattern altitude or safe maneuvering altitude. 15. Maintain ground track over extended centerline of runway. 16. At 500 feet AGL Complete “Climb Flow”. 17. At 300 feet below Traffic Pattern altitude, initiate a turnout to the desired direction. 18. Complete Climb Checklist at or above 1000 AGL All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
12
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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13
FLIGHT STANDARDS CESSNA 172
STALLS -‐ POWER ON
1. Complete Pre-‐Maneuver checklist 2. Select a visual outside reference and a simulated ground altitude no more than 500 feet below entry altitude. 3. Select entry altitude that will allow recovery to be completed no lower than 2500 feet AGL. 4. Reduce power to 1600 RPM. 5. Carburetor heat as required. 6. Maintain assigned altitude and heading as aircraft slows to 55 KIAS or normal rotation speed. 7. Maintain constant heading or, if stall is to be done in a turn, establish maximum 20o angle of bank. 8. At 55 KIAS, apply full power, ensure carburetor heat OFF, and pitch for a stall. 9. Bring to full stall (PRIVATE). Bring to imminent stall (COMMERCIAL) 10. Recognize and announce indications of the stall and promptly recover by simultaneously adding full power, decreasing angle of attack, leveling wings, and ensuring carburetor heat OFF to regain normal flight attitude. 11. Accelerate to VX, establish a positive rate of climb, and maintain a constant heading. 12. Accelerate to VY and ensure flaps are retracted while maintaining positive rate of climb, avoiding secondary stalls, excessive airspeed, altitude loss, and spins below 2000 feet AGL. Last flap retraction above 60 KIAS
13. Continue positive rate of climb
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14
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 All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
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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.
TURNS AROUND A POINT 1. Complete Pre-‐Maneuver Checklist 2. Determine winds and select a suitable reference point. 3. Enter downwind with the first turn to the left. 4. Plan the maneuver to enter at 600 feet to 1000 feet AGL. 5. Maintain 2300 RPM and 95 KIAS (±10 KIAS). 6. Maintain two complete radiuses using appropriate bank angle. 7. Apply adequate wind drift correction to track a constant radius turn around the selected reference point. 8. Depart the maneuver on the entry heading
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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.
NORMAL AND CROSSWIND APPROACH AND LANDING 1. Enter and fly traffic pattern according to standard procedures. 2. Complete before landing checklist. 3. Carburetor heat, as required, and reduce power to 1600 RPM, lower the 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 20o. 6. Maintain 75 knots during the base 7. Turn final and maintain proper ground track. 8. Extend flaps to 30o 9. Reduce airspeed to 65 KIAS. 10. Adjust pitch and power as necessary to maintain airspeed and descent angle. 11. Smoothly reduce power to idle over threshold. 12. Transition from approach to landing attitude approximately 10 to 15 feet above runway by applying back elevator pressure and crosswind correction as necessary. 13. Touchdown smoothly at approximate stalling speed, beyond and within 400 feet of intended touchdown point (Private), 200 feet (Commercial), with no appreciable drift, and airplane’s longitudinal axis aligned with and over runway centerline. 14. Maintain directional control during ground roll by increasing aileron deflection into the wind as necessary. All contents of this Standards Manual are Copyright © 2013 by Florida Flyers European U.S. Flight School, Inc. All Rights reserved.
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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.
19
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.
SHORT-‐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, extend flaps to 30o 7. Reduce airspeed to 65 KIAS. 8. Adjust pitch and power as necessary to maintain airspeed and descent angle that will ensure safe obstacle clearance. 9. Reduce airspeed to recommended airspeed +10/-‐5 KIAS on short final. 10. Transition from approach to landing attitude approximately 10 to 15 feet above runway by applying back elevator pressure and crosswind correction as necessary. 11. Touch down beyond and within 200 feet (Private), 100 feet (Commercial) of intended touchdown point, with minimum float and no appreciable drift, and airplane’s longitudinal axis aligned with and over runway centerline. 12. Maintain directional control after landing on ground roll by increasing aileron deflection into the wind as necessary. 13. Retract flaps, apply brakes and “up” elevator to stop in shortest distance consistent with safety.
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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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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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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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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. 2. 3. 4. 5. 6. 7. 8. 9.
Climb, being mindful of traffic and weather conditions, to identify prominent landmarks. Scan the area around the aircraft for prominent landmarks to determine the aircraft’s location. Using the aircraft’s navigational instruments, plot an azimuth from either two VOR or NDB facilities, to determine approximate location. Circle, so as not to aggravate the situation or wander into restricted or controlled airspace. Communicate if still unable to determine location, and request assistance from ATC. Comply with all ATC or FSS instructions. Remain Calm at all times. Conserve fuel by reducing power to 55% and lean the mixture. If the situation becomes an emergency, squawk “7700” on the transponder and seek assistance on 121.50.
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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. 2.
Follow the normal traffic pattern operations procedure for arriving at a towered or non-‐towered airport. 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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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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FLIGHT STANDARDS CESSNA 172
Chandelles
1. 2. 3. 4. 5. 6.
Perform two 90º clearing turns 100 KIAS (*2200 RPM) maintain altitude Clean configuration flow Choose a reference point off wing Establish / maintain 30° bank 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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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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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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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
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30
FLIGHT STANDARDS CESSNA 172
Instrument Procedures Precision Approach (ILS Approach) 1. 2. 3. 4. 5. 6. 7. 8. 9.
10. 11. 12. 13.
10-‐20 miles from the IAF, Complete the Approach briefing and identify the localizer as early as possible. Set up the GPS (If equipped) with current approach procedure. 3 minutes from the IAF, Slow to 100 KIAS. *Approximately 2300 rpm 3 miles from the FAF, Slow to 90 KIAS. *Approximately 2200 rpm Trim for 90 KIAS on vectors until established on a published segment of the approach. Announce “Localizer Alive” when localizer begins moving toward center. Announce “Glideslope Alive” when glideslope begins moving toward center. Verify no flags at glideslope intercept altitude and marker. 1 dot below glideslope intercept: • Landing Checklist • Select flaps 10˚. Intercept and track the Glide slope. Descend on glideslope at 90 KIAS. * It will take approx. 1800 RPM and 500 FPM to stay on glideslope. Standard Callouts “1000-‐500-‐300-‐200-‐100 above DA” and “Minimums” 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.
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FLIGHT STANDARDS CESSNA 172
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