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Cessna 172R Student Handbook - Flight Training Guide
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STUDENT HANDBOOK CESSNA 172R INTRODUCTION Purpose This student handbook is intended as a guide to standardize training for most of the maneuvers you will encounter during your flight training in the Cessna 172R. By no means does this document replace governing directives, manuals and procedures. It merely supplements established FAA guidance, manufacturers operating manuals and recommendations, and is specific to the aircraft you will train in at AIAA. It should be noted that sometimes it might be necessary to deviate from these standards depending on flight conditions. These standards are based on procedures derived from the FARs/AIM, FAA handbooks, FAA evaluators and our very own flight instructors. Additionally, your flight instructor will provide more details and techniques for performing the various maneuvers. Flight Safety As a pilot, flight safety is paramount. The captain of the airplane is the final authority and decision-maker in ensuring the safety of the flight. Generally, following the student handbook enhances the safety of the flight. But, if at any time if it hinders or marginalizes the safety due to unique conditions, the captain may decide to deviate from it and take the appropriate actions to the ensure safety of the flight. Memory Items To efficiently and safely operate an airplane, such an aircraft specifications and checklists have to be memorized. The aircraft’s V-speeds, Operating limitations, callouts, certain critical and time sensitive checklists need to be memorized before operating the aircraft. The student handbook we provide you guidance to the items that need to be memorized and easily recalled from memory while operating the aircraft. Checklists Checklists are provided to the pilot in order to safely and efficiently operate the aircraft. The checklists must be followed as provided. Hold the checklist upright with a finger on the specific check in the checklist while performing the actions. Some checks may be performed using the FLOW method, but after completion of the FLOW, the checklist must be used for confirmation. SOP - Standard Operating Procedures Standard operating procedures have been provided as a guide to safely and efficiently operate the aircraft. The pilot may deviate from these procedures at any time to maintain safety or to comply with any flight regulations. By understanding the operating procedures, and following the guidelines, you will be able to achieve proficiency in operating the aircraft. Callouts This guide provides you with specific callouts during each phase of flight. By making a habit of calling them out loudly, you are training your brain and psychomotor system to perform these actions efficiently and safely. Perform these callouts even when you fly solo flights. Maneuver Guidelines A brief description of each maneuver and how to perform it, has been provided in this student guide. By reviewing and understanding it, you will be able to perform the maneuvers correctly. Certain defining factors of the maneuver such as, speeds, altitudes, power settings, bank angles, pitch etc. for the maneuver, need to be memorized in order to perform it efficiently. Reviewing it repeatedly and performing “chair flying” practice, will greatly enhance your performance while flying the airplane. AIAA Introduction 1-1 Cessna 172R Student Handbook V-SPEEDS AND MEMORY ITEMS CESSNA 172R V-SPEEDS & MEMORY ITEMS V-SPEEDS VR VX VY VA VS VS0 VFE VNO VNE VG Rotation Speed Best Angle of Climb Speed Best Rate of Climb Speed Maximum Maneuvering Speed 2450 lbs 2000 lbs 1600 lbs Stalling Speed Stalling Speed (Landing Configuration) Flap Extension Speed 10⁰ 20⁰, 30⁰ Maximum Normal Operation Speed Never Exceed Speed Gliding Speed Maximum Crosswind Component KIAS 55 62 79 99 92 82 44 33 110 85 129 163 65 15 AIRSPEED INDICATOR MARKINGS Red Radial Line Yellow Arc Green Arc White Arc Never Exceed 163 Caution Range – Smooth Air Only Normal Operating Range Flaps Down AIAA V-Speeds & Memory Items 129 - 163 44 – 129 33 - 85 2-1 Cessna 172R Student Handbook OTHER REFERENCE NUMBERS Fuel Grade Fuel Mains (Total) Mains (Usable) Oil Grade Oil Capacity Maximum Weight Tire Pressure Nose Wheel Main Wheel Electrical System Battery Max baggage Weight Flight Ceiling Glide Ratio 100LL Total Usable: 53 GAL 28 GAL/side 26.5 GAL/side 20W50 8 QTS 2100 LBS 34 PSI 28 PSI 28 V 24 V / 35 AH 120 LBS 13,500 FT 9:1 SPEEDS & POWER SETTING Flight Condition Normal – Approach Landing Short Field – Takeoff VR Approach – Short Field Landing Soft Field – Takeoff Approach – Soft Field Landing Forward Slip Traffic Pattern Cruise Climb Cruise 60% Cruise 70% Cruise 80% Emergency Descent Best Glide Speed (Power Off) Steep Turns & Maneuvers Slow Flight Stall (Power Off) Stall (Power On) Non-precision Approach Speed (KIAS) 65 - 75 57 62 lowest possible a/s 65 ≈ 70 90 70-85 100 108 113 > 120 65 90 55 ≈ 65 ≈ 65 90 Precision Approach AIAA V-Speeds & Memory Items 90 2-2 Power (RPM) FULL POWER FULL OPEN IDLE 1900 - 2000 ≈ 1500 1500 500 FPM descent Cessna 172R Student Handbook CAUTION 1. Ensure you conduct all maneuver practice training within the school’s allocated practice areas. Familiarize them and their boundaries. 2. Always use the correct method for exchange of controls. 3. Your hand should always remain on the throttle control during takeoff or landing. 4. Do not over-control the aircraft. Learn to be smooth. 5. Be aware of the approach and departure paths of the local airports. Avoid lingering in those areas while practicing maneuvers. 6. Be vigilant of traffic and birds, especially in the traffic pattern. 7. This airplane must be operated as a normal category airplane in compliance with the operating limitations stated in the flight manual and in the form of placards and markings. 8. Do not simulate engine failures on takeoff or approach below 1000’. 9. Ensure all stalls, slow flight, and steep turns are performed above 3000’ AGL. No aerobatic maneuvers. 10. Minimum altitude to enter a spin practice is 6000’ and a maximum of a 2-turn spin only. Keep in mind that an inadvertent spin can occur while practicing stalls due to mishandling of controls. Be prepared and know how to recover from a spin or spiral. Ensure that stalls and spins are not to be performed with any passengers or baggage on board. 11. Fuel Check: Fuel Quantity and fuel tank selector position must be checked and noted every 30 minutes of flight. Fuel selector must be selected to feed from the tank that has more fuel. 12. Minimum landing Fuel: Minimum fuel at landing must be with 1 hour reserve. Fuel remaining in tank when indicator reads zero cannot be used safely in flight. 13. Do not turn off alternator in flight except when needed in case of an emergency. 14. See loading instructions in weight and balance section of airplane flight manual. 15. Do not exceed the maximum demonstrated crosswind speed is 15 KIAS. 16. RPM drop during Before Takeoff Check on ground run-up @1800 RPM, must not exceed 150 RPM on either magneto or 50 RPM differential between magnetos. 17. Before each solo, get a detailed briefing and required endorsements from your instructor. Perform only those maneuvers briefed and approved by your instructor for that flight. 18. Do not get in the habit of automatically applying rudder to the side you are rolling. Check the ball and coordinate. 19. Checklists for critical emergencies should be memorized and practiced to get quick, immediate recall and action. Practice emergencies by moving your hand to simulate the appropriate action, with your eyes looking at the location of the instrument. It is harder to perform during an emergency without good practice. AIAA V-Speeds & Memory Items 2-3 Cessna 172R Student Handbook STANDARD CALL OUTS TAXI o Taxiway CLEAR, Wing tips CLEAR, Tail swing CLEAR. o Cleared to cross Runway ____. Runway and all approaches clear. INSTRUMENT CHECKS o Compass & D/G (HSI) showing turn to ____. o Horizon indicating correct. o Turn coordinator indicating correct. O ASI & VSI indicating correct. TAKE OFF Before entering R/W o Confirming runway ___ for takeoff o Approach, Runway and T/O leg clear o Winds ___ controls positioned After applying Takeoff Power o RPM 2165 o Engine Instruments in the Green o Airspeed Alive o VR, Speed 55 KIAS (as per conditions) o Positive Rate of Climb o No Drift o VY o 1000 feet – Cruise Set & Checks o Before turns – Left, Front, Right Clear BEFORE ALL MANEUVERS o EEFFCL – Engine Checks, Engine Set, Fuel Quantity, Fuel Selector, Flaps set, Clearance, Landing Light On POWER ON STALL o Entry - Ball centered, wings level o Recovery - Opposite rudder, Release back pressure, Full power POWER OFF STALL o Entry – Ball centered, wings level o Recovery – Simultaneously release back pressure and opposite rudder, Full power o Speed above 65 KIAS – PROC - Retract flaps to 20⁰ o Speed above 65-70 KIAS – PROC - Retract flaps to 10⁰ o Speed above 65-70 KIAS – PROC - Retract flaps to 0⁰ o Climb at VY AIAA Standard Call Outs 3-1 Cessna 172R Student Handbook PATTERNS o Downwind Checks – Aloud & perform GUMPS-CALF G – GAS - Quantity & Selector U – UNDERCARRIAGE - Check M – MIXTURE - Set P – POWER - Set S – SEATBELTS - On C – CLEARANCE - Obtained A – AUTO PILOT - Off L – LANDING LIGHT - On F – FLAPS - Set o Verify – Pre-landing checks with checklist. o Base – Check & call out “Approach clear” o Stabilized on Final Approach – Flaps set, Stabilized, Landing Checks complete o On Approach o Inside – Airspeed___, ROD____ o Outside – On Glideslope, On Centerline o Before Flare – Airspeed ___ GO AROUND o Full Power, Retract flaps to 20⁰ o PROC, Accelerating past 60-65 KIAS, Retract flaps to 10⁰ o PROC, Accelerating Past 65-70 KIAS, Retract flaps to 0⁰ AIAA Standard Call Outs 3-2 Cessna 172R Student Handbook USE OF THE CHECKLIST It is the responsibility of the PIC to ensure that the specific airplane has the correct and current checklist on board and is easily accessible to the flight crew at all times. Performing the checklist correctly is one of the most important factors to ensure safety of flight. The Checklist is designed to verify that something critical to the phase of flight has been done or checked or a switch selected. Time management during flight is crucial to ensure that all checks have been performed in time. To enable this, some checks are done using the “FLOW” method (i.e. SAY ALOUD FROM MEMORY > DO AND VERIFY FROM CHECK LIST and others in “CHALLENGE” checks are READ ALOUD FROM CHECKLIST > DO AND VERIFY). FLOW CHECKS: The pilot is expected to complete a memorized flow of items when triggered by a phase of flight. Once the procedural flow is complete, call for/take the appropriate checklist, announce the checklist title, then read aloud and respond to each check with the correct response as verification. CHALLENGE CHECKS: The “SAFETY CHECK”, “ENGINE CHECK”, “PRE TAKEOFF”, “PRE LANDING CHECK” and “SECURING CHECK” are CHALLENGE CHECKS. The “SAFETY CHECK” is Read & Do for safety reasons. The “ENGINE CHECK” is Read & Do because of the depth of test and checks performed. The “PRE-TAKEOFF” and “PRE-LANDING” checks are critical for safety and must be performed as challenge checks. Finally, the “SECURING CHECK” is Read & Do because of the randomness of the activities performed. Do not be looking down at the checklist while reading it. Hold the checklist in front of you in one hand and keep your thumb on the check item that you’re performing. This will provide you sufficient visibility outside the airplane for awareness, while performing the checks. Make it a habit to store the checklist in the appropriate checklist location. AIAA Aircraft Checklists 4-1 Cessna 172R Student Handbook AIRCRAFT CHECKLIST - CESSNA 172R SAFETY CHECKS (READ & DO) Parking Brake APPLIED All Electrical Switches OFF Magnetos OFF, KEY REMOVED Control Lock REMOVED Master Switch ON Fuel Gauge QTY CHECKED (REFUEL) Avionics Master Switch ON Avionics Cooling Fan CHECK AUDIBLY FOR OPERATION Avionics Master Switch OFF Static Pressure Alternate Source Valve OFF Annunciator Panel Switch PLACE & HOLD IN TST POSITION Ensure ALL annunciators illuminate Annunciator Panel Test Switch RELEASE - Check all appropriate annunciators are on Fuel Selector Valve BOTH Fuel Shutoff Valve ON - PUSH FULL IN Flaps EXTEND - FULL DOWN TO 30⁰ Pitot Heat ON - Check warm to the touch within 30 seconds Pitot Heat OFF Master Switch OFF Elevator Trim SET FOR TAKEOFF Baggage Door CHECK, LOCK WITH KEY Exterior Check PERFORM AIAA Aircraft Checklists 4-2 Cessna 172R Student Handbook EXTERIOR INSPECTION (READ ALOUD & PERFORM - KEEP FINGER ON CHECKLIST ITEM) All Covers REMOVED Tie down & Chocks REMOVED Nose General Condition CHECK Engine Cowling SECURE Engine Oil 6-8 QUARTS Windshield CLEAN Propeller and Spinner CHECK Cowling Air Inlets CLEAR Alternator Belt CHECK TENSION Landing Light CHECK Nose Chock REMOVED Nose Gear Strut PROPER INFLATION (2.75 ± 0.25”) Nose Wheel Well CHECK FOR LEAKS & DOOR Nose Wheel Tire CHECK Nose Fuel Strainer DRAIN & TEST Left Wing Surface CLEAR of ICE, FROST, SNOW Left Fresh Air Inlet CLEAR Left Fuel Tank CHECK VISUALLY / SECURE CAP Left Stall Warning Vane CHECK OPERATION Left Main Gear Strut PROPER INFLATION (2.0 ± 0.25”) Left Tire CHECK Left Brake Block and Disc CHECK Left Wheel Well CHECK Left Fuel Tank Vent CLEAR Left Fuel Tank Sump DRAIN Left Tie Down REMOVE Left Pitot Mast REMOVE COVER – HOLES CLEAR Left Wing Tip Lights CHECK Left Aileron and Hinges CHECK Control Movement CHECK & CORRELATE Left Flap and Hinges CHECK Left Static Wicks CHECK SECURE Antennas CHECK Left Static Vent CLEAR Left Fresh Air Inlet CLEAR AIAA Aircraft Checklists 4-3 Cessna 172R Student Handbook Empennage CLEAR of ICE, FROST, SNOW Rudder Hinges CHECK Rudder Control Movement CHECK & CORRELATE Elevator and Trim Tab CHECK Elevator Control Movement CHECK & CORRELATE Right Static Vent CLEAR Right Wing Surface CLEAR of ICE, FROST, SNOW Right Flap and Hinges CHECK Right Aileron and Hinges CHECK Control Movement CHECK & CORRELATE Right Static Wicks CHECK SECURE Right Wing Tip and Lights CHECK Right Fuel Tank CHECK VISUALLY / SECURE CAP Right Fuel Tank Vent CLEAR Fuel Tank Sump DRAIN Right Tie Down and Chock REMOVE Right Main Gear Strut PROPER INFLATION (2.0 ± 0.25”) Right Tire CHECK Right Brake Block and Disk CHECK Right wheel well CHECK Aircraft Belly CHECK - for leaks and damage Right Fresh Air Inlet CLEAR Tow Bar and Baggage STOW PROPERLY – SECURE Baggage Door CLOSED /LOCKED AIAA Aircraft Checklists 4-4 Cessna 172R Student Handbook PREFLIGHT CHECK Exterior Inspection COMPLETE Squawk Book CHECK Weight & Balance COMPLETE Performance Data COMPLETE Aircraft Documents PRESENT Flight PLAN & NAV Logs PRESENT Hobbs RECORDED Exterior Check COMPLETE Fuel FLT PLAN FUEL ON BOARD Seat Adjusted & Locked CHECK Seatbelts (BOTH) FASTENED Controls FULL,FREE, CORRECT Parking Brake CHECK ON Circuit Breakers CHECK ALL IN Fuel Selector FULLEST (L/R) SELECTED Pitot & Static System DRAINED Flaps 0° Trim SET FOR TAKEOFF Alternate Air CLOSED Passenger Briefing COMPLETE AIAA Aircraft Checklists 4-5 Cessna 172R Student Handbook NORMAL START CHECKS (CONTINUED) Parking Brake ON Ignition Key OFF Mixture IDLE CUTOFF Ramp & Prop Area CLEAR & CALL OUT ‘CLEAR’ Master Switch ON Beacon/Strobe Lights ON NAV Lights OFF (ON) Annunciator Lights CHECK If engine is warm, omit priming procedure below: Auxiliary Fuel Pump ON Mixture SET to FULL RICH - FULL FORWARD until stable fuel flow is indicated (3-5 seconds) Mixture SET to IDLE CUTOFF Auxiliary Fuel Pump OFF Ignition Switch START - Release when engine starts Mixture ADVANCE smoothly to RICH when engine starts RPM 1000 RPM for WARMUP Oil Pressure CHECK in GREEN NAV Lights ON as required Avionics Master Switch ON Radios ON Flaps RETRACT STARTING ENGINE WHEN FLOODED Auxiliary Fuel Pump OFF Propeller CLEAR Mixture IDLE CUTOFF Throttle OPEN 1/2 TO FULL Engine CRANK Auxiliary Fuel Pump OFF When Engine Fires: Mixture FULL RICH Throttle CLOSE PROMPTLY AIAA Aircraft Checklists 4-6 Cessna 172R Student Handbook STARTING ENGINE WITH EXTERNAL POWER Throttle OPEN 1/4 INCH Mixture IDLE CUTOFF Propeller Area CLEAR Master Switch OFF External Power CONNECT to airplane receptacle Master Switch ON Beacon ON If engine is warm, omit priming procedure below: Auxiliary Fuel Pump ON Mixture SET to FULL RICH - FULL FORWARD until stable fuel flow is indicated (3-5 seconds) Mixture SET to IDLE CUTOFF Auxiliary Fuel Pump OFF Ignition Switch START - Release when engine starts Mixture ADVANCE smoothly to RICH when engine starts If engine floods, follow “Starting Engine When Flooded” procedure Oil Pressure CHECK External Power DISCONNECT from airplane receptacle & secure door Electrical System CHECK FOR PROPER OPERATION Master Switch OFF - Disconnects both BATT & ALT from system Taxi & Landing Light Switches ON - Provides initial electrical load on system Engine RPM REDUCE TO IDLE - Minimum alternator output occurs Master Switch ON - Taxi & Landing Lights ON Ammeter should show negative direction Engine RPM INCREASE to approx. 1500 RPM Alternator output should increase Ammeter & Low Voltage Annunciator CHECK - Ammeter should show positive direction Navigation Lights ON as required Avionics Master Switch ON Radios ON Flaps RETRACT AIAA Aircraft Checklists 4-7 Cessna 172R Student Handbook BEFORE TAXI CHECKS ATIS COPIED Altimeters SET Radios SET Intercom SET Nav SET Transponder SET Heading __DEGREES, NORMAL Flight Plan SET & ACTIVATED Fuel Pump OFF Taxi Lights & Lights ON & SET Clearance COPIED TAXI CHECKS Taxi Path, Wings, Tail CHECK ALL CLEAR Brakes TEST Steering CHECK Flight Instruments Perform in a turn into the taxiway - Not in ramp Attitude Indicator TEST Turn Coordinator TEST Heading Indicator / Compass TEST AIAA Aircraft Checklists 4-8 Cessna 172R Student Handbook ENGINE RUN UP / BEFORE TAKEOFF CHECKS Parking Brake SET - Nose wheel STRAIGHT Passenger Seat Backs MOST UPRIGHT POSITION Seats & Seat Belts CHECK SECURE Doors & Windows CHECK CLOSED & LOCKED Flight Controls CHECK FREE & CORRECT Engine Instruments CHECK Flight Instruments CHECK & SET Fuel Quantity CHECK Mixture RICH Fuel Selector Valve RECHECK BOTH Throttle 1800 RPM Magnetos ( L & R) CHECK RPM drop no more than 150 RPM on either magneto or 50 RPM differential between magnetos Vacuum Gauge CHECK Engine Instruments & Ammeter CHECK Oil Pressure & Temperature CHECK in GREEN Annunciator Panel Ensure NO ANNUNCIATORS illuminated Throttle CHECK IDLE Throttle 1000 RPM or LESS Throttle Friction Lock ADJUST Strobe Lights AS DESIRED Radios & Avionics SET NAV/GPS Switch SET Autopilot OFF Trim SET for TAKEOFF Flaps SET for TAKEOFF (0⁰ or 10⁰) Brakes RELEASE AIAA Aircraft Checklists 4-9 Cessna 172R Student Handbook TAKEOFF – V SPEEDS & CONFIGS Normal Takeoff Short Field Takeoff Soft Field Takeoff Flaps - 0° Flaps - 10° Flaps - 10° VR - 55 KIAS VR - 55 KIAS VR - lowest possible KIAS VY - 79 KIAS VX - 57 KIAS VY - 79 KIAS VX - 60 KIAS VY - 79 KIAS NORMAL TAKEOFF CHECKS Flaps 0⁰ or 10⁰ Throttle FULL OPEN Mixture RICH Above 3000’ = LEAN to obtain max RPM Takeoff Static RPM CHECK 2165 RPM Engine Oil Pressure CHECK in GREEN Airspeed Alive CHECK Elevator Control LIFT NOSE WHEEL ROTATE at 55 KIAS (VR) Positive Rate of Climb (PROC) CHECK Climb Speed 70 - 80 KIAS Flaps RETRACT when above 200’ and PROC AIAA Aircraft Checklists 4-10 Cessna 172R Student Handbook CLIMB CHECKS Airspeed 70 - 85 KIAS Flaps 0° Throttle FULL OPEN Mixture RICH Above 3000’ = LEAN to obtain max RPM CRUISE CHECKS Power 2000 - 2400 RPM No more than 80% is recommended Elevator Trim ADJUST Mixture LEAN DESCENT CHECKS Power AS DESIRED Mixture ADJUST for smooth operation Altimeter SET NAV / GPS Switch SET Fuel Selector Valve BOTH Flaps AS DESIRED 0⁰ or 10⁰ = below 110 KIAS 20⁰ or 30⁰ = below 85 KIAS AIAA Aircraft Checklists 4-11 Cessna 172R Student Handbook PRE LANDING CHECK – DOWNWIND - GUMPS CALF G - Fuel / Fuel Selector CHECK QTY / ON BOTH U - Gear (Undercarriage) --- M - Mixture RICH P - Power SET S - Seat Belts / Seat Backs SECURED and LOCKED / MOST UPRIGHT POSITION C - Clearance COPIED A - Auto Pilot OFF L - Landing Lights ON F - Flaps ____ DEGREES AIAA Aircraft Checklists 4-12 Cessna 172R Student Handbook LANDING FLAPS & V REF SPEEDS Normal Landing Short/Soft Field (zero wind) X-Wind Flaps - 10° VREF - 75 KIAS Flaps - 20° VREF - 70 KIAS Short Final Flaps - 30° VREF - 65 KIAS Short Final 75 KIAS Short Final Short Field - 62 KIAS Soft Field - 65 KIAS NORMAL LANDING CHECKS Airspeed 65 - 75 KIAS (Flaps UP) Flaps AS DESIRED 0⁰ or 10⁰ = below 110 KIAS 20⁰ or 30⁰ = below 85 KIAS Airspeed 60 - 70 KIAS (Flaps DOWN) Touchdown MAIN WHEELS FIRST Landing Roll LOWER NOSE WHEEL GENTLY Braking MINIMUM REQUIRED GO-AROUND / MISSED APPROACH Throttle FULL OPEN TOGA Power Flaps RETRACT TO 20° Climb Speed 55 KIAS Positive Rate of Climb (PROC) CHECK Airspeed 65 KIAS or more CHECK Flaps RETRACT TO 10° until obstacles cleared Above 200’ Above 200’ AGL & PROC RETRACT FLAPS to 0° Airspeed Accelerate to 65 KIAS (VX) then to 79 KIAS (VY) AIAA Aircraft Checklists 4-13 Cessna 172R Student Handbook AFTER LANDING CHECK (Clear of runway) Landing Lights OFF Transponder STBY (ON) Flaps UP to 0° Trim SET to TAKEOFF PARKING CHECK Parking Brake ON and SET Electrical Equipment, Autopilot OFF Avionics Master Switch OFF Mixture IDLE CUT OFF Ignition Switch OFF Master Switch OFF Control Lock INSTALL Fuel Selector Valve LEFT or RIGHT to prevent cross-feeding Key REMOVED Parking Brake OFF SECURING CHECK (READ & DO) Hobbs RECORDED Maintenance Write-ups (if any) RECORDED Controls SECURED Doors & Windows CLOSED & LATCHED Covers ON Baggage Door CLOSED & LOCKED Tie Down SECURED AIAA Aircraft Checklists 4-14 Cessna 172R Student Handbook STANDARDIZED OPERATING PROCEDURES (SOP) CESSNA 172R [This page intentionally left blank] TAXI Objectives: To be able to taxi at correct speed and perform any other ground operations safely without instructor inputs. To be able to properly apply correct control deflection for Crosswind Correction. To be able to comply with any and all hand signals given by airport ground crew. To be able to understand and comply with any and all airport signs and markings. Procedure Highlights: 1. Prior to taxi, set radios and the altimeters per the checklist. 2. During taxi you need to be looking outside, not inside setting up the panel. 3. Contact Ground Control (if applicable) to receive taxi instructions. Copy them and read back correctly. 4. Familiarize the taxi instruction on the airport diagram. 5. Check that the taxi path is clear of any obstructions. 6. Release brakes or parking brake. 7. Call out “taxi path clear, wing tips clear, tail swing clear (in turns).” 8. Determine the wind direction and adjust controls for proper crosswind correction (see Figure 1). 9. Position your feet with your heels on the floor and both feet firmly on the rudder pedals. Note: Do not allow your feet to rest on the brakes (see Figure 2). 10. Slowly and smoothly advance the throttle to begin the taxi. 11. After the aircraft begins to roll, reduce throttle apply gentle brake pressure to ensure brakes are working properly, then set to taxi power. 12. After the aircraft begins to roll again, power may be reduced to maintain a speed no faster than brisk walk speed. 13. Apply rudder pressure, as needed, for directional control to maintain the nose wheel on the centerline (if applicable). 14. Use brakes only when necessary to slow or stop the aircraft. 15. Do not use brakes before reducing power/throttle (also known as “riding the brakes”). 16. To slow down, you must first reduce throttle and then apply brakes, if needed. 17. Perform the “Taxi Instrument Checks” only in movement areas. Do not perform them in the RAMP area or near any obstructions. 18. Check both sides, approach and switch on the landing lights before crossing runways or hot spots. 19. Exercise caution and low speed when taxiing near obstructions and other aircraft. 20. Do not open excessive power causing prop blast onto other aircraft behind you. 21. While taxiing, when possible, check who is in the traffic pattern by looking around and listening to the radio. Tolerances: 1. Flight controls must be placed properly for the appropriate wind conditions. 2. Control must be maintained without excessive use of brakes. 3. Compliance with all airport taxiway signs and markings. 4. Compliance with all air traffic control instructions or light-gun signals (see Figure 3). 5. Must taxi no faster than a brisk walk. 6. Must avoid other aircraft and hazards. 7. Exercise appropriate procedures during crossing runways and when at hotspots. AIAA SMAC 5-1 Cessna 172R Student Pilot Handbook TAXI-TIPS AIAA SOP 5-2 Cessna 172R Student Handbook BEFORE TAKEOFF Objectives: To be able perform checks fully and correctly. To be able perform briefings correctly. To be able to copy departure instructions and comply. Procedure Highlights: 1. Taxi to within 10 feet of the edge of the run-up area near the end of the active runway so you do not block other traffic from entering the runway. Do not cross the Hold Short Line. 2. Check wingtips are clear, position the aircraft into the wind with nose wheel is straight. 3. Put the Parking Brake ON and perform the “Run Up Checklist,” “Before Takeoff Checklist” and review the “Takeoff Checklist.” 4. Adjust Mixture for performance. Full RICH for up to 3000’ MSL. (Above 3000 feet MSL - LEAN for 100 rich below peak temp.) 5. Conduct a “Departure Briefing” and mention the takeoff roll you calculated, climb speed, your initial altitude to level off, direction of flight. 6. Conduct abort Briefing which must include Emergency handling during Takeoff, including Emergency takeover of controls. The entire briefing should take no longer than 1 minute. 7. Visually look at the flight controls surfaces during check (control to left - left aileron up, etc.) 8. Visually look at the flap position and confirm. 9. Set flight instruments and avionics correctly. 10. Request a Takeoff Clearance from the tower. Copy down the takeoff instructions and read back the clearance. 11. Check the traffic in patterns around the airport before takeoff. 12. Check both approach ends and runway is clear before entering runway. Tolerances: 1. Do not allow aircraft to creep forward during Run Up check. 2. All checks must be performed correctly without omission. 3. Must know how to clear spark plugs if needed. 4. Takeoff Clearance must be copied and read back correctly. 5. Takeoff Clearance must be obtained prior to entering runway. AIAA SOP 5-3 Cessna 172R Student Handbook [This page intentionally left blank] AIAA SOP 5-4 Cessna 172R Student Handbook TRAFFIC PATTERNS (ENTERING & EXITING) Objectives: To understand and apply the procedures of flying patterns in controlled and uncontrolled airports. To be able to fly each leg of the pattern at the correct parameters. To be able to apply proper traffic pattern departures and entries. Procedure Highlights: 1. Perform takeoff as prescribed in POH. 2. Ensure that static RPM of 2165 is available during takeoff. 3. Perform all the Takeoff “call outs” and checks. 4. Ensure that the aircraft is not drifting to the side of runway on takeoff leg. 5. Maintain extended runway centerline until you reach traffic pattern altitude (1000 feet MSL). 6. Depart either straight ahead or 45⁰ in the direction of the traffic pattern (see Figure 4). 7. Make appropriate radio communications and follow controllers’ instructions. 8. If the planned departure is to the opposite side of the traffic pattern, complete one of the following: a. Continue straight out until clear of the traffic pattern before turning on course. b. Complete 45⁰ departure; climb at least 1000 feet above traffic pattern altitude before turning on course (see Figure 5). Procedures Highlights (Entry): 1. Perform “Approach Flow” and “Approach Checks” prior to entering the traffic pattern. 2. Look and clear traffic in the area and in the descend path. 3. Descend to traffic pattern altitude at least 2 nautical miles prior to entry. 4. Reduce speed to 100 KIAS before reaching pattern. 5. Maneuver the airplane to enter abeam the midpoint of the runway at a 45⁰ entry to the downwind leg (see Figure 6). 6. If approaching from the opposite side of the traffic pattern, over fly the traffic pattern by at least 1000 feet above TPA. 7. Once clear of the traffic pattern area, descend to traffic pattern altitude. 8. Turn to the side which will allow you to see the downwind leg and maneuver for 45⁰ entry to the downwind. Tolerances: 1. Perform departures and entries as prescribed using correct procedures. 2. Fly the airplane within prescribed Speed, altitude and headings. 3. Use the correct engine power settings and configurations as prescribed. AIAA SOP 5-5 Cessna 172R Student Handbook TRAFFIC PATTERNS (ENTERING & EXITING) AIAA SOP 5-6 Cessna 172R Student Handbook NORMAL AND CROSSWIND TAKEOFF & LANDING - PATTERN Objectives: To perform and execute a takeoff with or without crosswind conditions safely and apply the procedures prescribed in the Pilot’s Operating Handbook (POH). Practical Test Standards: Maintain runway centerline on takeoff roll and throughout climb out. Private: Airspeed: Maintain 79 KIAS (VY) +10/-5 KIAS Commercial: Airspeed: Maintain 79 KIAS (VY) ±5 KIAS Procedure Highlights: 1. Perform “Before Takeoff Checklist,” “Takeoff Checklist Review,” “Takeoff Briefing,” and “Abort Briefing.” 2. Obtain takeoff clearance and read back correctly. 3. Hold short at the appropriate Hold Short Line. 4. Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg. 5. Make the appropriate radio communication in case of uncontrolled airport. 6. Taxi onto the runway and align the aircraft with the centerline. 7. “Call out” winds and place crosswind control as necessary. 8. Apply full power and monitor engine instruments. 9. Make sure the throttle is not slammed all the way forward but moved slowly and smoothly in 3-4 seconds to set TOGA power. 10. Make sure the engine is producing 2165 RPM. If not, abort takeoff immediately. 11. Apply enough right rudder to maintain centerline and allow airspeed to accelerate. 12. As the ground roll commences, monitor the airspeed. When it begins to register, state “airspeed alive”. If the airspeed does not register, abort takeoff immediately. 13. As airspeed accelerates, gradually remove the crosswind correction on controls as needed. 14. At 55 KIAS (VR), call out “rotate” and smoothly apply back pressure on the controls. Keep wings level. 15. Continue applying back pressure until a pitch attitude is reached to allow the aircraft to accelerate and maintain its best rate of climb of 79 KIAS. 16. At 200 feet, check that the flaps are up. If not, call PROC and retract flaps in stages. Readjust pitch for 79 KIAS. 17. Maintain runway centerline throughout the climb out. Crab into the wind, as needed, and call out “no drift”. 18. If remaining in the pattern turn crosswind no sooner than 300 feet MSL below TPA and departure end of runway. 19. Turn crosswind and level off at 1000 feet AGL with 90 KIAS, power setting 1900 RPM. 20. When ½ mile away on downwind side from runway, turn downwind. Roll out on downwind heading. 21. At mid-field, perform GUMPS CALF “Pre-Landing Checks.” 22. Monitor heading, altitude, and airspeed while performing “Pre-Landing Checks.” 23. Abeam intended point of landing, reduce power to 1500 RPM, call out “speed below 110”, select 10⁰ flaps, maintain attitude, and trim for 75 KIAS, trim. AIAA SOP 5-7 Cessna 172R Student Handbook 24. Maintain 75 KIAS and start a descent of 100-300 FPM. 25. When runway approach end is 45⁰ aft (behind the wing), clear final and turn to base leg (should be ≈200 feet below TPA). 26. Look at runway to check perspective high/low and select 20⁰ flaps at appropriate time. Hold attitude for 70 KIAS. 27. Approximately 600-650 feet AGL on end of base leg, check rate of descent of 200-300 FPM. 28. Clear approach path and turn to final approach and align with centerline. Look for alignment and approach perspective. 29. On final, check and winds. Set flaps to 30⁰ at appropriate time (if gusty or high winds exist, keep 20⁰ flaps and maintain 5-10 KIAS higher than approach speed) and maintain 65 KIAS. 30. Maintain the aiming point “target” in correct windshield position with pitch, control airspeed with power. 31. If gusty winds, crosswinds, or high winds exist, add half of gust factor, if necessary, to your approach speed. 32. If there is a crosswind, use a crab until short final, then transition to side slip. 33. When crossing the airport boundary, check & call out “airspeed 65 KIAS.” 34. Maintain 65 KIAS to approximately 20 feet above the runway. Now, shift your gaze to the end of the runway. 35. Smoothly round out into the flare, fly level over runway, and bring the power to idle. Maintain centerline. 36. Allow the airplane to fly level over the ground while bleeding speed, and then sink gently to the runway. 37. As the airplane sinks to the runway, maintain centerline with control inputs and begin raising attitude gradually and smoothly into landing flare to cushion landing on main wheels. Caution- do not allow nose wheel to touch down first. 38. Touchdown within 200 feet of your desired touchdown point at idle power. 39. Land on centerline with the main wheels first and the aircraft nose pointed in direction of travel (straight) 40. Gently lower the nose wheel to the runway surface. When firm on runway, retract flaps to 0⁰, for increased wheel traction on runway surface. 41. Avoid high speed landings and harsh/fast flares that cause ballooning and Pilot Induced Oscillations (PIO). 42. Guard against landing flat or on nose wheel. Guard against landing with side loading/drift on the wheels. 43. Maintain runway centerline during landing roll. 44. Use brakes as required to reduce speed to taxi speed, use aerodynamic braking with backward pressure on yoke. 45. After deceleration to taxi speed, exit at nearest taxiway and announce “Clear of runway/ Taxi back to JetEXE” on radio. 46. Taxi beyond Hold Short Line and perform the “After Landing Checklist.” AIAA SOP 5-8 Cessna 172R Student Handbook NORMAL AND CROSSWIND TAKEOFF AIAA SOP 5-9 Cessna 172R Student Handbook [This page intentionally left blank] AIAA SOP 5-10 Cessna 172R Student Handbook NORMAL CROSSWIND - PATTERN & LANDING Objectives: To understand the cross wind limitations and procedures of the aircraft. To determine wind direction and apply the necessary corrections to allow for a stabilized approach and landing at a specified point on the runway. To determine the correct flap setting to cater for cross wind approach. Practical Test Standards: Maintain a stabilized descent throughout the final approach and landing. On touchdown and roll out, the centerline should never be outside of the main wheels. Private: Airspeed: +10/-5 KIAS, Touchdown: +400/-0 feet Commercial: Airspeed: ±5 KIAS, Touchdown: +200/-0 feet Procedure Highlights: 1. Determine the wind direction and enter the traffic pattern accordingly for an upwind landing. 2. Scan, listen and note the traffic. Make the appropriate radio communications. 3. Determine your Landing Point. 4. Set power to 1900 RPM (airspeed 90 KIAS) on downwind leg. Crab, if necessary, to parallel the runway. 5. At midfield, place the landing gear down and perform GUMPS CALF “Pre-Landing Checks”. 6. When abeam the touchdown point, verify airspeed is within the white arc. Extend 10⁰ flaps and maintain 75 KIAS. 7. Adjust power, as needed, to establish a stabilized 100-300 FPM descent at 75 KIAS. 8. Turn to base leg approximately 45⁰ from the landing point, check perspective –high/low and extend 20⁰ flaps when appropriate, and slow to 70 KIAS. ROD should be 200-300 FPM. 9. Clear the area by scanning the extended final approach, runway, and opposite final approach and opposite base leg. 10. Manage power throughout the downwind and base legs so as to be on the proper glide slope when the turn is made from base to final approach. 11. Turn to final and adjust for wind to prevent undershooting/overshooting the extended centerline of the runway. 12. Keep a maximum of 20⁰ flaps for crosswind or gusty conditions. 13. Crab, as required, to stay aligned on the approach path. 14. Establish a stabilized descent of 400-500 FPM allowing for wind. 15. Smoothly round out into the flare approximately 20-30 feet over the ground. 16. Allow the airplane to fly level over the ground, over centerline and then sink gently to the runway. 17. Use the crosswind control technique to maintain over centerline. 18. As the airplane sinks to the runway, begin raising attitude gradually into a landing flare to cushion landing. 19. Do not allow the airplane to drift away from the centerline. Use wing low technique to counter drift. 20. Avoid excessive speed and harsh flares that cause ballooning and Pilot Induced Oscillations (PIO). 21. Land on centerline with the main wheels first and the aircraft nose pointed in direction of travel (straight) 22. Guard against landing flat or on nose wheel or with side drift. AIAA SOP 5-11 Cessna 172R Student Handbook 47. Bleed the airspeed and touchdown within 200 feet of your desired touchdown point at idle power. 48. Gently lower the nose wheel to the runway surface. Maintain runway centerline. 49. When firm on runway, retract flaps to 0⁰, for increased wheel traction on runway surface. 23. Brake as required to taxi speed, use aerodynamic braking with backward pressure on yoke. 24. Exit at nearest taxiway, and announce that you are “clear of runway/Taxi to JetEXE” on the radio. 25. Taxi beyond the Hold Short Line and perform the “After Landing Checklist.” AIAA SOP 5-12 Cessna 172R Student Handbook NORMAL LANDING - PATTERN AIAA SOP 5-13 Cessna 172R Student Handbook [This page intentionally left blank] AIAA SOP 5-14 Cessna 172R Student Handbook SHORT FIELD TAKEOFF Objectives: To understand and apply how to safely takeoff from a short runway while safely clearing a 50 foot obstacle at the end of the runway. To understand and apply the different uses of various climb speeds to include VX and VY. Practical Test Standards: Maintain runway centerline on takeoff roll and throughout climb out. Private: VX Airspeed: +10/-5 KIAS, VY Airspeed: +10/-5 KIAS Commercial: VX Airspeed: ±5 KIAS, VY Airspeed: ±5 KIAS Procedure Highlights: 1. Set flaps to 10⁰. 2. Perform “Before Takeoff Checklist,” “Takeoff Checks Review,” “Takeoff Briefing,” and “Abort Briefing.” 3. Hold short at the Hold Short Line until cleared for takeoff (see Figure 7). 4. Make the appropriate radio communications. Get a Takeoff Clearance if at a towered airport, or announce if at an uncontrolled airport. 5. Clear the area by scanning final approach, base leg, the runway, opposite final approach, and opposite base leg. 6. Taxi onto the runway and align the aircraft with the centerline using ALL of the available runway. 7. Hold the airplane stopped with toe brakes. 8. Apply full power and monitor the engine instruments. Check if the engine is producing 2165 static RPM. If not, abort the takeoff immediately. 9. Release the brakes. Apply enough right rudder to maintain centerline and allow airspeed to accelerate. 10. As the ground roll commences, monitor the airspeed. When it begins to register, state “airspeed alive.” If the airspeed does not register, abort takeoff immediately. When at 55 KIAS, call out “airspeed alive, rotate 55” and smoothly apply back pressure on the controls. Pitch at a slightly higher-than-normal takeoff. 11. Call out and confirm “positive rate of climb, wings level.” 12. Pitch for 57 KIAS. Call out “no drift, 57 KIAS.” 13. When clear of obstacle, call out altitude and “clear of obstacle.” Slightly lower the pitch to accelerate to 65 KIAS. 14. Call out speed and PROC. Retract flaps SMOTHLY & SLOWLY. Set pitch attitude to maintain VY (79 KIAS) and trim. AIAA SOP 5-15 Cessna 172R Student Handbook SHORT FIELD TAKEOFF AIAA SOP 5-16 Cessna 172R Student Handbook SHORT FIELD LANDING Objectives: To understand how to land and stop in the shortest distance while clearing a 50 ft obstacle on the approach end of the runway. To understand and apply the concept of a stabilized approach to landing. Practical Test Standards: Maintain runway centerline on takeoff roll and throughout climb out. Private: Airspeed: +10/-5 KIAS, Touches Down: +200/-0 feet Commercial: Airspeed: ±5 KIAS, Touches Down: +100/ -0 feet Procedure: 1. Determine the wind direction and enter the traffic pattern accordingly for an upwind landing. (For more details, refer to “Traffic Patterns - Entering and Exiting” on page 7-4.) 2. Scan, listen and note traffic. Make the appropriate radio communications and get the landing clearance. 3. Determine the Landing Point (see Figure 9). Announce your selected landing point and obstacle crossing point aloud. 4. Same as normal landing with the following exceptions: full flaps on final approach and maintain 62 KIAS (+gust correction). 5. At midfield, place the landing gear down. GUMPS CALF checks. 6. Verify and confirm the “Pre Landing Checks” complete. 7. When abeam the touchdown point, reduce power 1500 RPM. Verify airspeed is within the white arc. Extend 10⁰ flaps and maintain 75 KIAS. Trim. 8. Adjust power, as needed, to establish a stabilized 100-200 FPM descent at 75 KIAS. 9. Turn to base leg, introduce 20⁰ flaps, and slow to 70 KIAS. ROD of 200-300 FPM. 10. Clear the area by scanning the extended final approach, runway, opposite final approach, and opposite base leg. 11. Manage power throughout the downwind and base legs so as to be no lower than 500 feet AGL when the turn is made from base to final approach. 12. Turn to final and adjust for wind to prevent undershooting/overshooting the extended centerline of the runway. 13. Introduce 30⁰ flaps and slow to 62 KIAS. 14. Keep calling out speed and ROD/alignment and perspective. 15. After clearing the obstacle, reduce power slightly and aim for the 200-300 ft short of the touch down point where you want to start your flare. 16. Pitch for a slightly steeper approach after simulating flying over the 50 ft obstacle. 17. Start your flare higher-than-normal (40-45 ft) since your ROD will be higher. 18. Note: it is critical to be on correct airspeed. If you are too fast, you will float down the runway and have a chance of ballooning. If you are too slow, you will drop fast and hard on the runway. 19. Close throttle slowly during flare. Fly parallel over the runway at 5-10 ft. 20. Allow the airplane to sink gently and increase back elevator pressure to soften the sink and touch down. Touch down on main wheels only. 21. Retract flaps immediately after you are firmly on the ground. Lower the nose wheel down gently, then increase elevator back pressure for aerodynamic braking. 22. “Simulate” firm wheel braking. AIAA SOP 5-17 Cessna 172R Student Handbook SHORT FIELD LANDING AIAA SOP 5-18 Cessna 172R Student Handbook SOFT FIELD TAKEOFF Objectives: To understand the proper technique for taxiing and taking off on an unimproved runway. To understand the concept of flying in Ground Effect. Practical Test Standards: Maintain runway centerline on takeoff roll and throughout climb out. Private: VX Airspeed: +10/-5 KIAS Commercial: VX Airspeed: ±5 KIAS Procedure: 1. Set flaps to 10⁰. 2. Perform the “Before Takeoff Checklist,” “Takeoff Checks” review, “Takeoff Briefing,” and “Abort Briefing.” 3. Hold short at the Hold Short Line (see Figure 7). 4. Clear the area by scanning final approach, base leg, runway, opposite final approach, and opposite base leg. 5. Make the appropriate radio communication and receive a Takeoff Clearance. 6. Do not stop the aircraft when entering onto the runway, due to simulated soft ground and to avoid nose wheel getting bogged. 7. If a crosswind exists, position the control wheel turned fully into the win initially and gradually reduce the deflection during acceleration. 8. Taxi onto the runway while maintaining maximum back pressure to keep as much weight as possible off the nose wheel (see Figure 12). 9. Align the airplane with the runway centerline with no braking or stopping and apply full power. 10. Check if the engine is producing 2165 Static RPM. If not, abort the takeoff immediately. 11. Apply sufficient rudder to maintain centerline and offset the torque effect of the propeller. 12. As the ground roll commences, monitor the airspeed. When it begins to register, state “airspeed alive.” If the airspeed does not register, abort takeoff immediately. 13. As the airplane builds speed, reduce back pressure and allow the airplane nose wheel to lift off the runway. 14. Lift off at the lowest possible airspeed and adjust pitch to remain in ground effect just above the runway (see Figure 12). 15. Accelerate in ground effect to 65 KIAS (VX). 16. Begin to climb out at 79 KIAS (VY). 17. When you are above 200 ft AGL, retract the flaps SLOWLY & SMOOTHLY after calling out airspeed and PROC. 18. Perform a normal climb out at 79 KIAS (VY). 19. Maintain runway centerline throughout climb out, crabbing into the wind, if necessary. Call out “no drift.” (See Figure 8). AIAA SOP 5-19 Cessna 172R Student Handbook SOFT FIELD TAKEOFF AIAA SOP 5-20 Cessna 172R Student Handbook SOFT FIELD LANDING Objectives: To be able to apply the necessary corrections to allow for a stabilized approach and landing on a runway with an unimproved surface. Practical Test Standards: Private: Airspeed: +10/-5 KIAS Commercial: Airspeed: ±5 KIAS Procedure: 1. Determine the wind direction and enter the traffic pattern accordingly for an upwind landing. (For more details, refer to “Traffic Pattern - Entering and Exiting” on pages 4-5.) 2. Scan, listen and note traffic. 3. Make appropriate radio communications and obtain clearance. 4. Set power to 1500 RPM (90 KIAS) on the downwind leg. Crab, if necessary, to parallel the runway. 5. At midfield, place the landing gear down. Perform the GUMPS CALF checks. 6. Verify the “Landing Checks” complete, by reading and confirming the “Landing Checks.” 7. Abeam touchdown point, verify the airspeed is within the white arc and introduce 10⁰ flaps and maintain 75 KIAS. ROD 100-200 FPM. 8. Turn to base leg approximately 45⁰ from the landing point, introduce 20⁰ flaps and slow to 70 KIAS. 9. Induce a rate of decent of 200-300 FPM. 10. Clear the area by scanning final approach, the runway, opposite final approach, and opposite base leg. 11. Turn to final and adjust for wind to prevent undershooting/overshooting the extended centerline of the runway. 12. On final approach introduce 30⁰ flaps and slow to 65 KIAS. 13. Establish a stabilized descent 400-500 FPM and crab offset, if needed, allowing for wind. 14. Smoothly round out into the flare approximately 3-5 ft above the runway with little power (1000-1200 RPM). 15. Bring the main wheels to touch down, maintain runway centerline. 16. Gently allow airplane to touchdown at the slowest possible airspeed with the weight fully supported by the wings (see Figure 13). 17. Touchdown smoothly and softly. Close throttle. 18. Hold back pressure to keep nose wheel light on the ground, even after the nose wheel has touched down. 19. Perform aerodynamic braking with gradual backward elevator pressure. Avoid using the wheel brakes. 20. Keep control wheel full aft during taxi on a soft field. AIAA SOP 5-21 Cessna 172R Student Handbook SOFT FIELD LANDING AIAA SOP 5-22 Cessna 172R Student Handbook GO-AROUND Objectives: To understand when to initiate a go around. To understand how to transition from landing power, pitch attitude, and configuration to a maximum performance climb to avoid any obstacles or any other traffic. Practical Test Standards: Private: Airspeed: +10/-5 KIAS Commercial: Airspeed: ±5 KIAS Procedure: 1. Make a timely decision to discontinue the approach to landing and initiate a go-around. 2. Apply full power. Retract Flaps 20⁰. 3. Use slight right rudder to counter left-turning tendency. 4. Check PROC and accelerating past 60-65 KIAS. Flaps 10⁰. 5. Check PROC and accelerating Past 65-70 KIAS, Flaps 0⁰. (see Figure 14). 6. Perform a normal climb-out at 79 KIAS (VY). 7. If a go-around is performed due to conflicting traffic on the runway, follow steps 1 through 6, and apply a side step maneuver if needed, when a safe altitude is reached (see Figure 15). 8. If no conflicting traffic exists, maintain runway centerline. 9. Maintain full power until traffic pattern altitude is reached. 10. Re-enter the traffic pattern and avoid any conflicting traffic. AIAA SOP 5-23 Cessna 172R Student Handbook GO-AROUND AIAA SOP 5-24 Cessna 172R Student Handbook FORWARD SLIP TO A LANDING Objectives: To understand the difference between a sideslip and a forward slip. To understand when a forward slip to landing should be attempted. To understand the pitch attitude to maintain the slip speed of 80 KIAS. To understand how and when to apply a forward slip to regain a proper glide path to landing. Practical Test Standards: Touch down within +400/-0 feet of the point of intended landing. Not short of the point. Procedure: 1. Level off on base leg at 500 feet AGL. Establish on approach and call out the point of intended landing. 2. Establish final approach speed 70 KIAS and configuration (20⁰ flaps). 3. Maintain 500 feet AGL on final approach until a steeper-than-normal approach path is achieved. 4. Smoothly reduce the power to idle. 5. Apply aileron and lower the wing in the direction of the wind (if applicable). 6. Simultaneously and smoothly apply enough rudder pressure in the opposite direction to maintain the proper ground track. 7. Due to additional drag, lower the nose to maintain the proper airspeed of 75-80 KIAS during the slip. 8. CAUTION: The potential for an unintentional stall and inadvertent spin during a forward slip is increased. Ensure the pitch attitude is low enough to avoid dropping speed and the potential for a stall or spin. 9. Apply forward slip control inputs until the proper glide path is almost reached. 10. Simultaneously remove aileron and rudder input smoothly to return to a normal stabilized descent to landing (see Figure 16). 11. Control the airspeed with pitch attitude changes. 12. Since the ROD is higher in slips than normal and steep approach, anticipate and start the round off/flare slightly higher-than-normal, to arrest the descent smoothly. 13. Apply control inputs to maintain runway centerline without drift, during flare and touch down. 14. After touchdown, follow actions as for normal landing. AIAA SOP 5-25 Cessna 172R Student Handbook FORWARD SLIP TO A LANDING AIAA SOP 5-26 Cessna 172R Student Handbook STEEP TURNS Objectives: To develop smooth control and coordination in steep angles of bank. To understand control and power inputs necessary for a steep banked turn. To understand and apply the effects of over-banking tendency (Refer to figure 17). To understand why back elevator pressure is needed in a turn. To understand the concept of load factor (Refer to Figure 18). Practical Test Standards: Altitude: ±100 feet Airspeed: ±10 KIAS Bank: ±5⁰ Heading: ±10⁰ on the rollout Procedure: 1. 2. 3. 4. 5. 6. CHECKS: E.F.F.F.C.L. (Engine, Fuel Quantity, Fuel Selector, Flaps, Clearing Turn, Lights on) Start at an altitude so that the entire maneuver can be completed above 3000 feet AGL. Perform over a suitable landing field in case of emergency. Pick a heading, airspeed, and altitude to maintain. Begin with a power setting of 1900 RPM and 90 KIAS. Note the power setting for the entry speed. Select an outside reference point to begin the turn. The point should be prominent and the closer to the horizon, the better. Note the corresponding heading when aligned with the reference point. 7. Smoothly roll into a coordinated 45⁰ (private), 50⁰ (commercial) bank in either direction. The appropriate angle of bank should be reached well within the first 90⁰ of the turn. 8. When rolling into the bank, when passing 20⁰-30⁰ bank: a. Increase throttle by 100-200 RPM to maintain the target airspeed. b. Apply rudder to keep ball centered. c. Apply slight back pressure on the yoke to maintain level attitude. d. Co-relate attitude with instrument indication, altimeter, and airspeed. 9. Continue the turn for 360⁰ (During the 360⁰ turn, the use of outside visual reference with the horizon is essential). 10. Start the roll out about 15-20⁰ to target heading during roll out. 11. When rolling out, while passing 30⁰-20⁰ bank. a. Start reducing the power back to initial power at start of maneuver. b. Reduce the back pressure, use slight forward pressure to avoid a climb. c. Relax the rudder pressure to keep ball centered. 12. Roll out on the previously selected outside reference and heading. a. You may reconfigure the airplane for a turn in the opposite direction (private). b. It must be IMMEDIATELY followed by a turn in the opposite direction (commercial). Tip: If gaining altitude during turn, increase slight bank by 3⁰-5⁰. If losing altitude during turn, reduce bank by 3⁰-5⁰. AIAA 5-27 Cessna 172R SOP Student Handbook STEEP TURNS AIAA SOP 5-28 Cessna 172R Student Handbook RECTANGULAR COURSE Objectives: To understand how to determine wind directions. To be able to apply the effects of wind direction and speed on ground track by making a circuit around a field while maintaining a constant distance from the field boundaries. To be able to correlate the application of this maneuver to flight in a traffic pattern. Practical Test Standards: Altitude: ±100 feet Airspeed: ±10 KIAS Maintain a constant distance from the field. Procedure: 1. 2. 3. 4. 5. 6. 7. 8. 9. Start at an altitude so that the entire maneuver can be completed at 1000 feet AGL. Perform over suitable open area without any obstructions and open landing field in case of emergency. Select a square, rectangular field, or an area bounded on four sides by section lines, trees, or roads. The sides should be ≈1 mile in length. Determine the wind direction by identifying smoke, dust, other indicator or by performing a wind circle (see Figure 19). CHECKS: E.F.F.F.C.L. (Engine, Fuel Quantity, Fuel Selector, Flaps, Clearing Turn, Lights on) Begin with a power setting 1900 RPM and 90 KIAS. Note the power setting at the entry speed. This speed should be maintained throughout the maneuver. Enter the maneuver on a 45⁰ to the downwind leg at the approximate midpoint of the field (see Figure 20). At an appropriate distance (¼ to ½ mile) away from the field, turn onto the downwind leg. Start the turn abeam the corner of the field boundaries. Since you are turning from the downwind leg, your groundspeed is at its highest. Because of this, the turn should result in the steepest bank (the steepness of the bank will be determined by the distance you are maintaining from the field and the velocity of the wind). 10. Continue on the crosswind leg. Since the wind is blowing you away from the field, you need to crab into the wind to maintain a constant distance away from the field. You accomplish this by holding a heading that is slightly into the wind. 11. Start the next turn abeam the corner of the field boundaries. Since you are turning from a crosswind, your groundspeed is average. Because of this, the turn should result in an average bank. (The steepness of the bank will be determined by the distance you are maintaining from the field and the velocity of the wind). 12. Continue on the upwind leg. You should not need much crab angle to maintain a constant distance since you are traveling into the wind. 13. Start the next turn abeam the corner of the field boundaries. Since you are turning from an upwind, your groundspeed is at its slowest. Because of this, the turn should result in the shallowest bank. (The steepness of the bank will be determined by the distance you are maintaining from the field and the velocity of the wind). 14. Continue on the crosswind leg. Since the wind is blowing you into the field, you need to crab into the wind to maintain a constant distance away from the field. You accomplish this by holding a heading that is slightly into the wind. 15. Start the next turn abeam the corner of the field boundaries. Since you are turning from a crosswind, your groundspeed is average. Because of this, the turn should result in an average bank. (The steepness of the bank will be determined by the distance you are maintaining from the field and the velocity of the wind). 16. Terminate the maneuver by departing on a 45⁰ from the downwind leg at the midpoint of the field. AIAA SOP 5-29 Cessna 172R Student Handbook RECTANGULAR COURSEENTRY AIAA SOP 5-30 Cessna 172R Student Handbook S-TURNS ACROSS A ROAD Objectives: To understand how to determine wind direction. To be able to apply the effects of wind direction and speed on ground track by making two semicircles of equal distance on each side of a selected straight line on the ground. Practical Test Standards: Altitude: ±100 feet Airspeed: ±10 KIAS Applies adequate wind drift direction to track a constant radius turn on each side of the selected straight line. Procedure: 1. Start at an altitude so that the entire maneuver can be completed at 1,000 MSL. 2. Perform over suitable field in case of emergency. 3. Determine Wind Direction by identifying smoke or by performing a wind circle (see figure 19). 4. Select a straight line perpendicular to the wind direction (If the wind is from the south, find a straight line running east and west). The straight line can be a road, fence, railroad, or section line that is a minimum of 1 mile in length. 5. Begin with a power setting 1900 RPM and 90 KIAS .Note the power setting at the entry. This speed should be maintained throughout the maneuver. 6. CHECKS: E.F.F.F.C.L. (Engine, Fuel Quantity, Fuel Selector, Flaps, Clearing Turn, Lights on) 7. Enter the maneuver downwind. 8. As soon as you cross the straight line, begin a turn to the right or left (whichever is needed) to begin the maneuver. 9. Remember that the amount of bank you must input is a direct correlation to your groundspeed. The faster the groundspeed, the greater amount of bank you must input. 10. The first semicircle will begin with a steep bank (your groundspeed is at its greatest). As you begin to reach the 90⁰ point of the turn, the bank will need to be reduced to a relatively moderate bank (your groundspeed has been reduced). As you continue the turn back to the straight line, your bank will continually decrease to 0⁰ as you cross the straight line (you are turning into the wind, so your groundspeed is continually decreasing). (See Figure 21.) 11. The second semicircle will begin immediately following the first. The second semicircle will start with a shallow bank (Your groundspeed is at its slowest). As you begin to reach the 90⁰ point of the turn, the bank will need to be increased to a relatively moderate bank (your groundspeed is beginning to increase). As you continue the turn back to the straight line, your bank will increase enough to cross the straight line perfectly perpendicular to it. AIAA SOP 5-31 Cessna 172R Student Handbook S-TURNS ACROSS A ROAD AIAA SOP 5-32 Cessna 172R Student Handbook TURNS AROUND A POINT Objectives: To understand how to determine wind direction. To be able to apply the effects of wind direction and speed on ground track by making at least two complete circles of uniform distance from a prominent ground reference point. Practical Test Standards: Altitude: ±100 feet Airspeed: ±10 KIAS Applies adequate wind drift direction to track a constant radius turn on around the selected reference point. Procedure: 1. Start at an altitude so that the entire maneuver can be completed between at 1,000 MSL. 2. Perform over clear area without any obstructions and suitable landing field in case of emergency. 3. Determine Wind Direction by identifying smoke or by performing a wind circle (see figure 19). 4. Select a prominent ground reference point (intersections or isolated trees work great; do not pick points that are too large or homes or buildings). 5. Begin with a power setting of 1900 RPM and 90 KIAS. Note the power setting at the entry. This speed should be maintained throughout the maneuver. 6. CHECKS: E.F.F.F.C.L. (Engine, Fuel Quantity, Fuel Selector, Flaps, Clearing Turn, Lights on) 7. Enter the maneuver downwind approximately ½ mile away from the point. 8. Begin the turn when abeam the reference point. 9. Remember that the amount of bank you must input is a direct correlation to your groundspeed. The faster the groundspeed, the greater amount of bank you must input. 10. The amount of bank you must input will constantly change throughout the maneuver, but for the purposes of this lesson plan, the circle will be broken into four sections: a. Section 1 (1st 90⁰) — Steepest bank; Groundspeed will be the fastest. b. Section 2 (2nd 90⁰) — Shallower Bank; Groundspeed will begin to slow as you go from a crosswind to a headwind. c. Section 3 (3rd 90⁰) — Shallowest Bank; Groundspeed will be the slowest. d. Section 4 (4th 90⁰) — Steeper Bank; Groundspeed will begin to quicken as you go from a crosswind to a tailwind. 11. Complete this circuit at least twice. AIAA SOP 5-33 Cessna 172R Student Handbook TURNS AROUND A POINT AIAA SOP 5-34 Cessna 172R Student Handbook SLOW FLIGHT Objectives: To understand the flight characteristics and controllability of an airplane at slow airspeeds. To correlate the concepts of flight at various airspeeds and configurations to the traffic pattern. Practical Test Standards: Private: Altitude: ±100 feet, Airspeed: +10/-0 KIAS, Bank: ±10⁰, Heading: ±10⁰ Commercial: Altitude: ±50 feet, Airspeed: +5/-0 KIAS, Bank: ±5⁰, Heading: ±10⁰ Procedure: 1. Start at an altitude above 3000 feet AGL. 2. Perform over a suitable field in case of an emergency. 3. CHECKS: E.F.F.F.C.L. (Engine, Fuel Quantity, Fuel Selector, Flaps, Clearing Turn, Lights on) 4. Begin with power setting of 1900 RPM and 90 KIAS. 5. Begin the maneuver on a cardinal heading (N, S, E, W) or as specified by the instructor/examiner. Remember to set your heading bug. 6. Reduce power to 1500 PRM. Maintain attitude, heading, and altitude, keeping the ball centered (don’t let the nose pitch down and roll when reducing power). 7. Set flaps to 10⁰ below 110 KIAS, full flaps to 30⁰ below 85 KIAS. 8. Maintain altitude and heading, keeping the ball centered. 9. Slow down to 55 KIAS and trim. 10. Increase pitch and power to maintain altitude and airspeed when flying at 55 KIAS, approximately 2000-2100 RPM. 11. Note attitude for the airspeed. Quickly glance inside, only to check airspeed and altitude. Fly by attitude, do not chase the airspeed. 12. Add enough rudder to center the ball on the turn coordinator. 13. You will likely feel a slight buffeting and ineffective flight controls at slow flight speeds. 14. Stabilize at 55 KIAS before making any turns. Do not lose altitude. 15. Make very shallow-banked turns (10⁰ of less), as required. 16. After completion of the maneuver, recover by adding full power and keeping the ball centered, maintain altitude and heading. 17. When above 65 KIAS (Vx), raise the flaps in increments. Trim. 18. Maintain heading and altitude as you accelerate to cruise speed. 19. Do not over-speed the flaps (i.e. VFE - 85 KIAS). 20. When reaching 90 KIAS, reduce power to approximately 1900-2000 RPM. AIAA SOP 5-35 Cessna 172R Student Handbook SLOW FLIGHT AIAA SOP 5-36 Cessna 172R Student Handbook POWER OFF STALLS Objectives: To understand when and why a power off stall occurs (in the landing configuration) and how to recognize an approaching stall. To understand spin avoidance techniques. To apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible. Practical Test Standards: Private: Altitude: least amount of loss possible, Bank ±10⁰, Heading ±10⁰ Commercial: Altitude: least amount of loss possible, Bank ±5⁰, Heading ±10⁰ Procedure: 1. 2. 3. Start at an altitude above 3000 ft AGL. Perform over a suitable field without obstructions and landing area in case of an emergency. Perform the E.F.F.C.L. checklist. (Check Engine gauges, Fuel level and Fuel Selector position, Flaps position, Clearing Turns, Landing Light on). 4. Set power to 1900 - 2000 RPM, and TRIM for 90 KIAS. 5. With light control pressure, check for roll tendency of the plane in level flight. If excessive roll tendency exists, DO NOT perform the stall. 6. Set power to 1500 RPM, and maintain altitude as you slow down. 7. Set flaps to 10⁰ below 110 KIAS, then to full flaps (30⁰) below 85 KIAS 8. Set power to idle (1000 RPM). 9. Pitch for 65 KIAS. Start a gentle descent of 300 – 400 FPM, TRIM for 65 KIAS. 10. Initiate the stall by smoothly raising nose slightly above horizon (10-15⁰) and hold that attitude with backpressure. Slow the aircraft gradually, without abrupt pitch up. 11. Maintain direction, keep wings level and the ball centered. 12. Recovery: When aircraft stalls, (first sign) simultaneously release backpressure to pitch slightly below the horizon, use opposite rudder for any roll correction, and add full power. Use right rudder to counter left yaw when increasing RPM. 13. Do not lower nose excessively below horizon, keep ball centered. 14. Call out speed above 60 KIAS before changing to a pitch-up attitude above the horizon to initiate a climb. 15. Check VSI and call out PROC. 16. When above VX (65 KIAS), retract flaps to 20⁰. 17. After accelerating past 65 KIAS and call out speed ___PROC, retract flaps to 10⁰. 18. Retract final flaps when above 65 KIAS, Call out PROC. Do not over speed flaps VFE. 19. Climb at VY (79 KIAS) and level off at the stall start altitude, with 90 KIAS and 1900 - 2000 RPM at the start heading. AIAA SOP 5-37 Cessna 172R Student Handbook POWER OFF STALLS AIAA SOP 5-38 Cessna 172R Student Handbook POWER ON STALLS Objectives: To understand when and why a power off stall occurs. To understand how to recognize an approaching stall. To understand the stall recovery technique and spin avoidance techniques. To apply proper recovery techniques to recover from a stall in the least amount of altitude loss possible. Practical Test Standards: Private: Altitude: least amount of loss possible, Bank ±10⁰, Heading ±10⁰ Commercial: Altitude: least amount of loss possible, Bank ±5⁰, Heading ±10⁰ Procedure: 1. Start at an altitude so that the entire maneuver can be completed above 2000 feet AGL. 2. Perform over a suitable field without obstructions and landing area in case of an emergency. 3. Set power to 1900 RPM, trim for 90 KIAS. 4. Perform the E.F.F.C.L. checklist. (Check Engine gauges, Fuel level and Fuel Selector position, Flaps position, Clearing Turns, Landing Light on). 5. Perform Clearing Turns (two 90⁰ turns in opposite directions, or one 180⁰ turn). 6. Begin the maneuver on a cardinal heading (N, S, E, W) or as specified by the instructor/examiner. Remember to set your heading bug. 7. Pick a physical feature for heading reference. 8. With light control pressure, check for roll tendency of the plane in level flight. If excessive roll tendency exists, DO NOT perform the stall. 9. Set power to 1500 RPM, and maintain altitude and heading as you slow down. 10. Slow to 65 KIAS and TRIM. 11. Start a gentle pitch-up attitude of 10-15⁰ and set power to 2000-2100 RPM (FULL POWER is not required for practice). 12. Apply slight right rudder to counter left yaw/roll and slowly increase pitch. Keep the ball centered. 13. Increase pitch to induce stall/buffet/warning (first sign) (approx. 15-20⁰ nose up). 14. Check wings are level from horizon, using peripheral vision. Maintain Ball centered. 15. Maintain this pitch-high attitude until the first indication of the stall. 16. Recover by simultaneously applying opposite rudder to correct for rolling tendency, release backpressure to pitch slightly below horizon, apply full power. 17. Call out speed above 60 KIAS, initiate pitch slightly above the horizon. 18. Confirm ASI & VSI. Call out speed & PROC. 19. Pitch for VY (79 KIAS) and level off at the stall start altitude, with 90 KIAS and 1900-2000RPM at the start heading. AIAA SOP 5-39 Cessna 172R Student Handbook POWER ON STALLS AIAA SOP 5-40 Cessna 172R Student Handbook EMERGENCY APPROACH TO LANDING (FROM ALTITUDE) Objectives: To develop judgment, planning, and procedures when little or no power is available. To develop confidence in emergency situations. To make correct ADM techniques. Practical Test Standards: Select a suitable landing area. Airspeed: ±10 KIAS Procedure: 1. Perform E.F.F.C.L. checks. 2. Ensure the area is clear of traffic, specifically below you and any obstacles before initiating this maneuver. 3. Initiate this maneuver by retarding the throttle to ________, and stating, “Simulated Emergency Landing.” 4. Immediately complete the emergency flow: a. A — Airspeed Pitch to establish best glide speed (65 KIAS). b. L — Landing Site Pick a suitable landing site; Determine wind direction; Determine plan of action for descent and landing. c. A — Attempt Restart Flow right to left (Mixture - Rich, Fuel Pump - On, Mags - On Both, Primer - In & Locked, Fuel - Both). d. R — Radios Set radio frequency to the nearest airport or emergency frequency (121.50). e. M — Mayday Make a distress call with your accurate location. f. S — Secure Seatbelts, Mixture - Lean (simulated), Mags - Off (simulated), Fuel Selector - Off (simulated), Door - Unlatch (simulated). 5. If time allows, perform checklist. 6. Once the landing site is determined, immediately turn towards a point abeam your touchdown point at a distance where a downwind leg would be located. This point is known as the “High Key Point.” If altitude is insufficient, head direct for beginning of final approach (Low Key Point). Then perform steps – 8 to 14 below. 7. Once over the High Key Point, make one of two decisions based on your altitude: a. Altitude: 1000-1500 feet AGL — Continue by entering the downwind. b. Altitude: above 1500 feet AGL — Spiral or make gentle S turn until you reach 1000-1500 feet AGL, then enter the downwind. 8. From the downwind leg, extend the landing gear. AIAA SOP 5-41 Cessna 172R Student Handbook 9. CHECKS: Perform Before Landing Flow, GUMPS CALF, and verify “Before Landing Checklist.” 10. Monitor your altitude and descent rate to determine when to turn to the base leg. Plan your descent to touchdown around the middle of the field. 11. When the gliding distance is assured to reach the middle of the field, introduce flaps and/or slip to be able to touchdown in the first third of the field. 12. Instructors or examiners will instruct a go around at the appropriate time. Perform a go around. 13. Instructors should only allow flight below 500 feet AGL if the field is assured and the aircraft will not come within 500 feet of any person, vessel, vehicle, or structure. 14. Unless a landing will be performed on a runway, Instructors should at no point allow flight below 100 feet AGL. AIAA SOP 5-42 Cessna 172R Student Handbook EMERGENCY APPROACH TO LANDING (FROM ALTITUDE) AIAA SOP 5-43 Cessna 172R Student Handbook [This page intentionally left blank] AIAA SOP 5-44 Cessna 172R Student Handbook EMERGENCY APPROACH TO LANDING (FROM THE TRAFFIC PATTERN) Objectives: To develop judgment, planning, and procedures when little or no power is available in the traffic pattern. To develop confidence in emergency situations. Practical Test Standards: Make the appropriate decision. Airspeed: ±10 KTS. Procedure: 1. Ensure the area is clear of traffic and obstacles before initiating this maneuver. 2. An engine failure in the traffic pattern is much different than at altitude because there is much less time and altitude. Because of this, pitch for best glide speed (65 KIAS) and follow the following procedures depending on your location within the traffic pattern. If time allows, touchdown should be made with full flaps at the slowest possible speed. a. Upwind (Liftoff to Crosswind) — Pitch down to maintain the proper glide speed, select field in the 45⁰ cone ahead, Select gear and flaps appropriately. If possible, unlatch doors before landing. Land at the slowest possible speed. b. Crosswind — Scan 45⁰ to either side to determine best landing site and land. If above 800 ft, attempt to gently turn towards airfield Select gear and flaps appropriately. If possible, unlatch doors before landing. Land at the slowest possible speed. CAUTION: If below 800 feet AGL, DO NOT ATTEMPT TO MAKE IT BACK TO THE RUNWAY. c. Downwind to Midfield — you may be able to make it back to the runway or cross runway at this point. Turn towards airfield and attempt landing on runway. d. Midfield Downwind to Base — turn immediately toward the airfield. Adjust the path as necessary to make the runway. e. Base — Turn immediately toward the runway. Adjust the path as necessary to make the runway. In most cases, even if you are not able to make the runway, airports will often have clearways with little to no obstructions. f. Final — Land straight ahead. AIAA SOP 5-45 Cessna 172R Student Handbook EMERGENCY APPROACH TO LANDING (FROM THE TRAFFIC PATTERN) AIAA SOP 5-46 Cessna 172R Student Handbook STEEP SPIRAL – EMERGENY DESCENT Objectives: To develop and improve airspeed control, wind drift control, planning, and division of attention. To understand its practical application in providing a procedure for dissipating altitude for emergency forced landings. Practical Test Standards: Bank: ≤60⁰ at the steepest point Airspeed: +10 KIAS Rollout heading: +10⁰ Procedure Highlights: 1. CHECKS: E.F.F.F.C.L. (Engine, Fuel Quantity, Fuel Selector, Flaps, Clearing Turn, Lights on) 2. Clean configuration flow. 3. Reduce throttle to idle. 4. Initiate turning descent, while clearing for traffic. 5. Pitch and maintain 100-120 KIAS. 6. Notify ATC/Traffic, if appropriate. 7. Complete last turn prior to reaching 1000 feet AGL. AIAA SOP 5-47 Cessna 172R Student Handbook STEEP SPIRAL – EMERGENY DESCENT AIAA SOP 5-48 Cessna 172R Student Handbook EMERGENCY APPROACH TO LANDING (FROM THE TRAFFIC PATTERN) Objectives: To develop judgment, planning, and procedures when little or no power is available in the traffic pattern. To develop confidence in emergency situations. Practical Test Standards: Make the appropriate decision. Airspeed: ±10 KTS. Procedure: 3. Ensure the area is clear of traffic and obstacles before initiating this maneuver. 4. An engine failure in the traffic pattern is much different than at altitude because there is much less time and altitude. Because of this, pitch for best glide speed (65 KIAS) and follow the following procedures depending on your location within the traffic pattern. If time allows, touchdown should be made with full flaps at the slowest possible speed. a. Upwind (Liftoff to Crosswind) — Pitch down to maintain the proper glide speed, select field in the 45⁰ cone ahead, Select gear and flaps appropriately. If possible, unlatch doors before landing. Land at the slowest possible speed. b. Crosswind — Scan 45⁰ to either side to determine best landing site and land. If above 800 ft, attempt to gently turn towards airfield Select gear and flaps appropriately. If possible, unlatch doors before landing. Land at the slowest possible speed. CAUTION: If below 800 feet AGL, DO NOT ATTEMPT TO MAKE IT BACK TO THE RUNWAY. c. Downwind to Midfield — you may be able to make it back to the runway or cross runway at this point. Turn towards airfield and attempt landing on runway. d. Midfield Downwind to Base — turn immediately toward the airfield. Adjust the path as necessary to make the runway. e. Base — Turn immediately toward the runway. Adjust the path as necessary to make the runway. In most cases, even if you are not able to make the runway, airports will often have clearways with little to no obstructions. f. Final — Land straight ahead. AIAA SOP 5-49 Cessna 172R Student Handbook INSTRUMENT APPROACH PRECISION; FULL AIAA SOP 5-50 Cessna 172R Student Handbook INSTRUMENT APPROACH PRECISION; FULL ① 1. 2. 3. 4. Perform “Approach Flow” and verify the “Approach Check” as early as possible (as soon as the approach information is received). Tune and identify Navigation Aids needed for the approach. Navigate to IAF with one NAVAID set with the localizer frequency and outbound course. Slow to 90 knots prior to crossing the IAF. 1. Complete the Five Ts a. Turn: Intercept the outbound course (if your HSI is tuned with the inbound course, you will not have reverse sensing). b. Time: 1:30 (or as needed based on wind direction and speed to start the turn approximately 3 NM from the IAF). c. Twist: Inbound course should be in the Omni Bearing Selector (OBS) with the appropriate Localizer frequency. d. Throttle: Reduce as needed to descend to any step down altitude as depicted by the approach procedure. e. Talk: Make the appropriate radio communication. 1. Complete the Five Ts a. Turn: As needed to maintain the outbound procedure turn course. b. Time: 1:00 (or as needed based on wind direction and speed to track ≈ 1.5 NM away from the approach course). c. Twist: Confirm inbound course is in the OBS. d. Throttle: Reduce as needed to descend to any step down altitude as depicted by the approach procedure. e. Talk: Make the appropriate radio communication. 1. Complete the Five Ts a. Turn: As needed to intercept and remain on the inbound course. b. Time: N/A c. Twist: Ensure Missed Approach NAVAID and course are in NAV 2. d. Throttle: Reduce as needed to descend to any step down altitude as depicted by the approach procedure. e. Talk: Make the appropriate radio communication. As the glide slope CDI “comes off the wall,” introduce 00⁰ flaps, and slow to 90 KTS. The airplane should be at 90 KTS crossing the FAF. Perform the Landing Flow, followed by verification of the Landing Check. ② ③ ④ 2. 3. 1. 2. 3. 4. Intercept the glide slope. Complete the Five Ts a. Turn: As needed to remain on the inbound course (from this point forward, do not correct for more than 5⁰ at a time). b. Time: Start time at the FAF to identify the missed approach point in case of glide slope failure. c. Twist: N/A d. Throttle: Reduce ≈ 100 RPM, maintain 90 knots and an approximate 500 FPM descent. e. Talk: Make the appropriate radio communication. If performing an approach and landing: Break out, reduce power, and slow to 00 KTS. Remain on the glide slope. If circling to land: Break out, circle in the appropriate direction and maneuver the shortest path to the base or downwind leg. 1. 2. Pitch up (Set VY pitch attitude), Power up (Throttle full open), Clean up (Flaps to 0⁰ at a safe airspeed and altitude). Perform Missed Approach Procedure as published or as instructed by the instructor, examiner, or ATC. ⑤ ⑥ AIAA SOP 5-51 Cessna 172R Student Handbook INSTRUMENT APPROACH PRECISION; VECTORED AIAA SOP 5-52 Cessna 172R Student Handbook INSTRUMENT APPROACH PRECISION; VECTORED ① 1. 2. 3. Perform “Approach Flow” and verify the “Approach Check” as early as possible (as soon as the approach information is received). Tune and identify the Navigation Aids needed for the approach. Follow ATC radar vectors with the primary NAVAID set with the localizer frequency and inbound course. ② 1. 2. 3. Ensure inbound course for the approach is dialed in the OBS properly. Unless otherwise instructed by ATC, slow to 90 KTS prior to intercepting the localizer. Include the localizer in normal scan for proper interception of the inbound course. 1. Compete the Five Ts a. Turn: As needed to intercept and remain on the inbound course. b. Time: N/A c. Twist: Ensure Missed Approach NAVAID and course are in NAV 2. d. Throttle: Reduce as needed to descend to any step down altitude as depicted by the approach procedure. e. Talk: Make the appropriate radio communication. As the glide slope CDI “comes off the wall,” introduce 00⁰ flaps, and slow to 90 KTS. The airplane should be at least 90 KTS crossing the FAF. Perform the Landing Flow, followed by verification of the Landing Check ③ 2. 3. 3. 4. Intercept the glide slope. Complete the Five Ts a. Turn: As needed to intercept and remain on the inbound course. b. Time: Start time at the FAF to identify the missed approach point in east of glide slope failure. c. Twist: N/A d. Throttle: Decrease approximately 0000 RPM, maintain 90 KTS and an approximate 500 FPM descent. e. Talk: Make the appropriate radio communication. If performing an approach and landing: Break out, reduce power, and slow to 80 KTS. Remain on the glide slope. If circling to land: Break out, circle in the appropriate direction and maneuver the shortest path to the base or downwind leg. 1. 2. Pitch up (Set VY pitch attitude), Power up (Throttle full open), Clean up (Flaps to 0⁰ at a safe airspeed and altitude). Perform Missed Approach Procedure as published or as instructed by the instructor, examiner, or ATC. 1. 2. ④ ⑤ AIAA SOP 5-53 Cessna 172R Student Handbook INSTRUMENT APPROACH NON-PRECISION AIAA SOP 5-54 Cessna 172R Student Handbook INSTRUMENT APPROACH NON-PRECISION z 1. 2. 3. 4. Perform “Approach Flow” and verify the “Approach Check” as early as possible (as soon as the approach information is received). Tune and identify Navigation Aids needed for the approach. Navigate to IAF with one NAVAID set with the localizer frequency and outbound course. Slow to 90 knots prior to crossing the IAF. 1. Complete the Five Ts a. Turn: Intercept the outbound course. b. Time: 1:30 (or as needed based on wind direction and speed to start the turn approximately 3 NM from the IAF). c. Twist: Outbound course should be in the Omni Bearing Selector (OBS) with the appropriate NAVAID frequency. d. Throttle: Reduce as needed to descend to any step down altitude as depicted by the approach procedure. e. Talk: Make the appropriate radio communication. 1. Complete the Five Ts a. Turn: As needed to maintain the outbound procedure turn course. b. Time: 1:00 (or as needed based on wind direction and speed to track ≈ 1.5 NM away from the approach course). c. Twist: Place inbound course into the OBS. d. Throttle: Reduce as needed to descend to any step down altitude as depicted by the approach procedure. e. Talk: Make the appropriate radio communication. 1. Complete the Five Ts a. Turn: As needed to intercept and remain on the inbound course. b. Time: N/A c. Twist: Ensure Missed Approach NAVAID and course are in NAV 2. d. Throttle: Reduce as needed to descend to any step down altitude as depicted by the approach procedure. e. Talk: Make the appropriate radio communication. Introduce 25⁰ flaps 1.5 NM from the FAF, slow to 90 KTS. The airplane should be at 90 KTS crossing the FAF. Perform the Landing Flow, followed by verification of the Landing Check. ② ③ ④ 2. 3. 1. 3. At the Final Approach Fix (FAF), Complete the Five Ts a. Time: Start time (if needed, based on the approach procedure) to identify the missed approach point. b. Turn: As needed to remain on the inbound course (from this point forward, do not correct more than 5⁰ at a time). c. Twist: N/A d. Throttle: Decrease by 0000 RPM, maintain 90 knots and an approximate 500 FPM descent. e. Talk: Make the appropriate radio communication. If performing an approach and landing: Descend to the Minimum Descent Altitude (MDA), Break out as instructed by the instructor or examiner, and slow to 80 KTS, and land. If circling to land: Break out, circle in the appropriate direction and maneuver the shortest path to the base or downwind leg. 1. 2. Pitch up (Set VY pitch attitude), Power up (Throttle full open), Clean up (Flaps to 0⁰ at a safe airspeed and altitude). Perform Missed Approach Procedure as published or as instructed by the instructor, examiner, or ATC. ⑤ 2. ⑥ AIAA SOP 5-55 Cessna 172R Student Handbook AIAA SOP 5-56 Cessna 172R Student Handbook
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