ATP Electronics Cessna 172 K 1970, Cessna 172 M 1973, Cessna 172 L 1971, Cessna 172 M 1974, Cessna 172 M 1975 Supplement Manual
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800-255-2877 • 904-273-3018
The Most Respected Name in Pilot Certification
Cessna 172
Training Supplement
$19.95
Page 2
IMPORTANT NOTICE
Refer to POH/AFM
Do not use procedures listed without referencing the full
procedures described in the approved Owner’s Manual, POH,
or POH/AFM specic to the airplane you are ying. Endurance
and fuel capacities may vary considerably depending on
the specic model / serial number being own and any
modications it may have.
Page 3
Table of Contents • 1
Early & Late Model Overview ....... 3
Late Model Systems ............... 5
Early Model Systems Dierences ... 8
Performance & Limitations ........10
Takeos
Normal Takeoff (Flaps 0˚). . . . . . . . . . . . . . . 11
Engine Failure Procedure ...............12
Landings
Cessna 172 Landing Criteria .............13
Planning ............................13
Approach Briefing .....................13
Example VFR Approach Briefing ..........14
Stabilized Approach ...................14
Managing Energy .....................15
Aiming Point .........................15
Pitch & Power ........................15
Approach Speeds .....................16
Gust Factor ..........................16
Flap Settings .........................17
Seat Position .........................17
Traffic Pattern Operations ...............18
Normal Approach & Landing .............19
Flaps 20˚ Approach & Landing ...........21
Flaps 10˚ Approach & Landing ...........21
No-Flap Approach & Landing ............22
Table of Contents
Version 8.1 • 04/17/2012
Short-Field Approach & Landing ..........23
Soft-Field Approach & Landing ...........24
Crosswind Approach & Landing ...........25
Go-Around, Missed Approach, &
Rejected Landing
Go-Around ..........................27
Missed Approach .....................27
Go- Around/Missed Approach Procedure ...27
Rejected/Balked Landing ................28
Rejected/Balked Landing Procedure .......28
Instrument Procedures
Precision Approach ....................29
Private Pilot
Steep Turns .........................30
Slow Flight ..........................30
Power-Off Stalls ......................31
Power-On Stalls .......................32
Commercial Pilot
Chandelles ..........................33
Lazy Eights ..........................34
Steep Spirals ........................35
Eights on Pylons ......................36
Oral Review
Supplement Review Questions ............37
Copyright © 2012 Airline Transport Professionals.
Configuration and throttle settings used throughout this manual are based on an 160 HP R-Model 172, which will vary
depending on the specific airplane and prevailing conditions. Do not use procedures listed without referencing the full
procedures described in the approved Operators Manual or POH/AFM specific to the airplane you are flying.
The content of this manual is furnished for informational use only, and is subject to change without notice. Airline Transport
Professionals assumes no responsibility or liability for any errors or inaccuracies that may appear in this manual. This
manual does not replace the Cessna 172 Pilot Operating Handbook, FAA Airplane Flying Handbook, or Practical Test
Standards. Nothing in this manual shall be interpreted as a substitute for the exercise of sound judgement.
No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means
electronic, mechanical or otherwise, without the prior written permission of Airline Transport Professionals.
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2
Page 5
Early & Late Model Overview • 3
IMPORTANT: Aircraft information can be obtained from the Owner’s Manual,
POH or POH-AFM (as appropriate for the model). Airplanes with engine
modications (and possibly increased gross weights) will have additional
information in the Supplemental Airplane Flight Manual in Section 9. Refer to
the ocial aircraft documents for ALL information.
ATP Cessna 172 aircraft models include R / S models ( “Late Model”) and K thru P
models (“Early Model”). Over 75% of ATP's Cessna 172 eet are Late Model.
R model Cessnas were introduced in 1996, and were the rst to come factory
equipped with fuel-injected engines. Starting procedures are substantially
dierent between the earlier models with carbureted engines and the later models
with injected engines. Review the engine start procedures by referencing the latest
ATP 172 checklist for the 172 model you will be ying.
Model Number Year of Production
172 K 1969–70
172 L 1971–72
172 M 1973–76
172 N 1977–80
172 P 1981–86
172 R 1996–2009
172 S 1998–Present
EARLY
MODELS
LATE
MODELS
SECTION 1
Early & Late Model Overview
Page 6
4 • Early & Late Model Overview
NOTE: Some R Model aircraft have been modied with approved
aircraft modications. There is typically only one modication to the
standard R model. This propeller modication, Cessna MK 172-7201, provides for an increase in horsepower, which in turn increases
fuel burn and maximum allowable takeo weight.
ATP Cessna 172’s have dierent combinations of engine horsepower
and usable fuel. Some aircraft are equipped with only 38 gallons
of useable fuel, and have been modied with a 180 horsepower
engine. These airplanes have an increased fuel burn and a
signicantly reduced endurance of approximately 3 hours in the
training environment — even with full tanks. Calculate your
fuel requirements carefully. Reference the aircraft manuals and
placards for the appropriate information.
Airworthiness and Registration certicates can be found on the forward lower left
interior cabin wall. Weight and balance information can be found in the logbook.
Inoperative Instruments and Equipment per FAR 91.213
ATP aircraft do not operate under the guidance of a minimum equipment list (MEL).
ATP aircraft operate in accordance with the following FAR 91.213 subpart. Because
this is only an excerpt, the complete subpart should be referenced if necessary:
(3) The inoperative instruments and equipment are --
(i) Removed from the aircraft, the cockpit control placarded, and the
maintenance recorded in accordance with §43.9 of this chapter; or
(ii) Deactivated and placarded "Inoperative." If deactivation of the inoperative
instrument or equipment involves maintenance, it must be accomplished
and recorded in accordance with part 43 of this chapter;
(4) A determination is made by a pilot, who is certicated and appropriately rated
under part 61 of this chapter, or by a person, who is certicated and appropriately
rated to perform maintenance on the aircraft, that the inoperative instrument or
equipment does not constitute a hazard to the aircraft.
Page 7
Late Model Systems • 5
System descriptions are given rst for Late Model, and then dierences only for
Early Model.
Engine
The 172 R and S models are equipped with a Lycoming, 4 cylinder, normally
aspirated, fuel injected, 360 cubic inch, horizontally opposed, air cooled, direct
drive IO-360-L2A engine. The R model produces 160 HP @ 2400 RPM, and the
S model and R Model with Cessna 72-01 engine modication produces 180 HP
@ 2700 RPM. Ignition is provided by 2 magnetos on the back of engine which
provide spark to 8 spark plugs (2 per cylinder). The engine has an 8 quart oil
sump. ATP minimum oil quantity for takeo is 6 quarts.
Propeller
The engine drives a McCauley, 75 inch (R- Model) 76 inch (S- Model and R with
Modication), 2 blade, all metal, xed pitch propeller.
Vacuum System
Two engine-driven vacuum pumps are located on the back of engine, providing
vacuum to the attitude and heading gyros, and have a normal operating
range 4.5-5.5 inches of mercury. Failure of a vacuum pump is indicated by an
annunciator panel light. In most circumstances, failure of one pump alone will
not cause the loss of any instruments because the remaining pump should
handle the entire vacuum demand.
Landing Gear
The landing gear is a xed, tricycle type gear consisting of tubular spring steel
providing shock absorption for the main wheels, and an oleo (air/oil) strut
providing shock absorption on the nose wheel. The nose strut extends in ight,
locking it in place. The nose wheel contains a shimmy damper which damps
nose wheel vibrations during ground operations at high speeds. The nose
wheel is linked to the rudder pedals by a spring loaded steering bungee which
turns the nose up to 10° each side of center. Dierential braking allows for up to
30° of steering either side of center.
SECTION 2
Aircraft Systems
Late Model (R&S)
Page 8
6 • Late Model Systems
Brakes
Brakes are hydraulically actuated, main wheel single-disc brakes controlled by
master cylinders attached to both pilots' rudder pedals. When the airplane is
parked, the main wheel brakes may be set by the parking brake handle beneath
the left side instrument panel. To apply the parking brake, set the brakes with
the rudder pedals, pull the handle aft and rotate it 90 degrees down.
NOTE: The parking brake is not to be used in training or ight
checks with ATP.
Flaps
The 172 has single slot type aps driven electrically by a motor in the right wing.
A ap position selector on the instrument panel has detents at the 0°, 10°, 20°
and 30° positions.
Pitot Static
The Pitot Static system consists of a pitot tube on left wing providing ram
air pressure to the airspeed indicator, and a static port on the left side of the
fuselage providing static pressure to the Altimeter, Vertical Speed Indicator and
Airspeed Indicator. The pitot tube is electrically heated and an alternate static
source is located under the instrument panel.
Fuel System
The fuel system consists of 2 tanks in the wings with a total fuel capacity of 56
gallons, of which 53 is usable. Usable fuel quantity is placarded on fuel selector.
Typically there are 13 Fuel sumps – 5 each wing and 3 under engine cowling.
There are 3 Fuel vents – 1 under left wing and 1 in each fuel cap.
Fuel is gravity fed from wing tanks to the fuel selector valve labeled BOTH,
RIGHT, and LEFT, and then to a reservoir tank. From the reservoir tank the fuel
ows to an electrically driven auxiliary fuel pump, past the fuel shuto valve,
through the strainer and to an engine driven fuel pump. Fuel is then delivered
to the fuel air control unit where it is metered and passed to a manifold where
it is distributed to each cylinder. The auxiliary fuel pump is used for engine
priming during cold engine starts. The auxiliary fuel pump is OFF for normal
takeo and landing operations. Review the manual.
NOTE: The fuel selector should remain in BOTH during normal
operations with ATP.
Page 9
Late Model Systems • 7
The injected engines do not have carburetor heat like early model engines.
Alternate air is provided with a spring-loaded alternate air door in the air box. If the
air induction lter should become blocked, suction created by the engine will open
the door and draw unltered air from inside the lower cowl area. An open alternate
air door will result in an approximately 10% power loss at full throttle.
NOTE: Do not over-prime fuel injected engines when conducting
"warm" engine starts. Doing so washes away engine lubrication
and causes cylinder wall damage.
Electrical System
The airplane is equipped with a 28 volt DC electrical system and a 24 volt 35 amp/
hour battery. Electrical energy is supplied by a 60 amp alternator located on the
front of the engine. An external power receptacle is located on the left side of
engine cowl. Electrical power is distributed through electrical buses and circuit
breakers. If an electrical problem arises, always check circuit breakers. “Essential”
circuit breakers should be reset in ight only once, and only if there is no smoke or
“burning smell”, and only if the aected system and equipment is needed for the
operational environment. Do not reset any non-essential circuit breakers in ight.
Exterior Lighting
Exterior lighting consists of navigation lights on the wing tips and top of the
rudder, a dual landing (inboard) / taxi (outboard) light conguration located on
the left wing leading edge, a ashing beacon mounted on the top of the vertical
n, and a strobe light on each wing tip.
Environmental
Cabin heat is provided by air ducted through the exhaust shroud and into the
cabin and is controlled by a knob on the instrument panel. Air ow is controlled
by a Cabin Air knob on the instrument panel and additionally by ventilators near
the top corners of both left and right windshields.
Stall Warning
A pneumatic type stall warning system consists of an inlet on the left wing leading
edge, which is ducted to a horn near the top left of the windshield. As the aircraft
approaches a stall, the lower pressure on top of the wing shifts forward drawing air
through horn resulting in an audible warning at 5 to 10 knots above the stall.
Page 10
8 • Early Model Systems Dierences
Early model Cessnas are generally characterized by their pre-1996 production
date and carbureted engines.
Engine
The unmodied early model 172’s are equipped with a 320 cubic inch, O-320E2D engine. The engine produces 150 HP @ 2700 RPM. Several of the early model
172’s have been modied with approved aircraft modications. Modied engines
can have up to 180 HP, increased fuel burn, and signicantly reduced endurance.
There are typically two modications to the early models.
These are:
Penn Yan (Replacement engine with higher horsepower, which increases fuel burn
and max allowable takeo weight)
Air Planes (Replacement engine with higher horsepower, which increases fuel burn
and max allowable takeo weight)
Vacuum System
The system has 1 vacuum pump.
Flaps
Some early models have no detents for ap settings, and some have up to 40
degrees of aps.
Fuel System
The fuel system has a total useable fuel capacity of as little as 38 gallons
(useable fuel is placarded on fuel selector). Typically there are 3 fuel sumps (1
each wing and 1 under engine cowling). There is no electrically driven auxiliary
fuel pump. There is no separate fuel shuto valve. In lieu of a separate fuel
shuto valve, the fuel selector valve has an OFF position. Fuel is delivered to a
carburetor.
Electrical system
The airplane is equipped with a 14 volt DC electrical system and a 12 volt 25
amp/hour battery.
SECTION 3
Aircraft Systems
Early Model (K-P) Differences
Page 11
Early Model Systems Dierences • 9
External Lighting
A single or dual landing/taxi light conguration is located at the front of the
engine cowl.
Carburetor Heat
Under certain moist atmospheric conditions at temperatures of 20˚ to 70˚ F
(-5˚ to 20˚ C), it is possible for ice to form in the induction system, even in
summer weather. This is due to the high air velocity through the carburetor
venturi and the absorption of heat from this air by vaporization of the fuel.
To avoid this, the carburetor heat is provided to replace the heat lost by
vaporization. The initial signs of carburetor ice can include engine roughness
and a drop in engine RPM. Operated by the knob next to the throttle control,
carburetor heat should be selected on if carburetor ice is expected or
encountered. Adjust mixture for maximum smoothness.
Page 12
10 • Performance & Limitations
V-speeds (KIAS) and Limitations for R and S Models
R
S (and R w/
72-01 Mod.) Description
Airspeed
Indicator Marking
Max Horsepower
160hp 180hp
Max GTW (Normal)
2,450lbs 2,550lbs
Max GTW (Utility)
2,100lbs 2,200lbs
Max Ramp
2,457lbs 2,558lbs
V
SO
33 40
Stall speed in landing
conguration
Bottom of White
Arc
V
S
44 48
Stall speed in clean
conguration
Bottom of Green
Arc
V
X
60 62 Best angle of climb
V
Y
79 74 Best rate of climb
V
A
82 @
1,600lbs
90 @
1,900lbs
Maneuvering speed
92 @
2,000lbs
105 @
2,550lbs
99 @
2,450lbs
V
R
55 Rotation speed
V
FE
10°
110
Maximum ap extension
speed with 10° of aps
V
FE
20-30°
85
Maximum ap extension
speed with 20-30° of aps
Top of White Arc
V
NO
129
Maximum structural
cruising speed
Top of Green Arc
V
NE
163 Never exceed speed Red Line
V
G
65 68 Best glide speed
Max Demonstrated
Crosswind
15 knots
NOTE: Due to the diversity of the early models, it is not possible to
have a condensed section of systems and V-speeds. Maximum
GTW’s range from 2,300 to 2,550, Max GTW’s in the Utility category
range from 2000-2100, and maximum horsepower ranges from 150
to 180 depending on model and modication. Pay close attention
to the airspeed indicator as some are calibrated in both KIAS
and MPH. Which indication is on the outer scale of the airspeed
indicator varies by airplane.
SECTION 4
Performance & Limitations
Page 13
Takeos • 11
SECTION 5
Takeoffs
Normal Takeo (Flaps 0˚)
Do not delay on runway.
1. Line up on centerline positioning controls for wind.
2. Hold brakes.
3. Increase throttle to 2000 RPM.
4. Check engine gauges.
5. Release brakes.
6. Increase throttle to full power.
7. “Airspeed Alive”
8. Start slow rotation at 55 KIAS.
(Main gear should lift o at approx. 60 KIAS. 55 KIAS is VR, not V
LOF
)
9. Accelerate to 79 KIAS (VY)
(VY may vary depending on model. Refer to POH/AFM.)
10. “After Takeo Checklist” out of 1000' AGL.
Normal Takeo Prole
Lined Up on Runway Centerline
• Hold Brakes
• Check Gauges at 2000 RPM
• Release Brakes
• Full Throttle
“Airspeed Alive”
55 KIAS
Approx.
60 KIAS
Accelerating to
V
Y
“After Takeo Checklist”
if departing trac pattern
V
R
Lift-O
1000' AGL
Page 14
12 • Takeos
Engine Failure Procedure
Engine Failure or Abnormality During Takeo Roll
Immediately close throttle, stop straight ahead, and avoid obstacles. If not
enough runway remains to stop:
MIXTURE .....................................................CUTOFF
FUEL .............................................................OFF
BATTERY MASTER SWITCH ........................................OFF
IGNITION SWITCH ................................................. OFF
AVOID OBSTACLES
Engine Failure Immediately After Takeo
Land on remaining runway, within 30° of centerline, and avoid obstacles. Do not
attempt an 180° turn.
AIRSPEED ............LOWER NOSE & ESTABLISH PITCH FOR BEST GLIDE
FLAPS ................................................. AS NECESSARY
POWER ................................................. AS AVAILABLE
TIME PERMITTING. . . . . . . . . . . . . . . . . . . . . . . . . . . DECLARE AN EMERGENCY
FUEL .............................................................OFF
MIXTURE .....................................................CUTOFF
IGNITION .........................................................OFF
BATTERY MASTER SWITCH ........................................OFF
Page 15
Landings • 13
Cessna 172 Landing Criteria
• Plan and brief each landing carefully.
• Maintain a stabilized descent angle.
• Whenever possible, y the trac pattern at a distance from the airport
that allows for a power o landing on a safe landing surface in the event
of an engine failure.
• Maintain nal approach speed until roundout (are) at approx. 10' to 20'
above the runway.
• Reduce throttle to touch down with the engine idling and the airplane at
minimum controllable airspeed within the rst 1000’ of the runway.
• Touch down on the main gear, with the wheels straddling the centerline.
• Manage the airplane’s energy so touchdown occurs at the designated
touchdown point.
• Maintain a pitch attitude after touchdown that prevents the nosewheel
from slamming down by increasing aft elevator as the airplane slows.
• Maintain centerline until taxi speed is reached and increase crosswind
control inputs as airplane slows.
• Adjust crosswind control inputs as necessary during taxi after leaving the
runway.
Good Planning = Good Landing
A good landing is a result of good planning. Before each approach and landing,
decide on the type of approach and landing (visual or instrument, short-eld,
soft-eld, crosswind, etc.) Decide on the ap setting, the nal approach speed, the
aiming point, and where the airplane will touch down on the runway surface.
Approach Brieng - Verbalize the Plan
Brief each plan out loud. This organizes the plan and ensures eective
communication between pilots. The brieng should be specic to each
approach and landing, but presented in a standard format that makes sense to
other pilots and instructors.
SECTION 6
Landings
Page 16
14 • Landings
Approach Briengs should include:
• Flap Setting
• Type of Approach & Landing (Visual, Instrument, Short-Field, Soft-Field)
• Landing Runway
• Field Elevation
• Trac Pattern Altitude
• Winds (left or right crosswind? tailwind on downwind or base?)
• Final Approach Speed
• Aiming Point
• Touchdown Point
Example VFR Brieng
“This will be a aps 20˚ visual approach and landing to runway 32. The eld
elevation is 41’ MSL. I’ll enter the trac pattern at 1000’ MSL and plan for a right
crosswind, 360 at 8. Final approach speed will be 70 knots. My aiming point will
be the runway centerline abeam taxiway echo, and my touchdown point will be
the 1000' aiming point markings."
*Identify the aiming and touchdown point when they can be visually identied with
the landing runway in sight.
TIP: When approaching any airport for landing, have the airport
diagram for available prior to landing and familiarize yourself with
your taxi route based on your destination on the eld and the
landing runway.
Stabilized Approach
Denition: A stabilized approach is one in which the pilot establishes and maintains
a constant angle glidepath towards a predetermined point on the landing runway.
It is based on the pilot’s judgment of certain visual cues, and depends on a constant
nal descent airspeed and conguration (FAA-H-8083-3A, p.8-7).
A stabilized approach is required during visual and instrument approaches in all
ATP airplanes. The airplane must be stabilized by:
• 1000’ AGL for an ILS Approach
• Descending from MDA for a Non-Precision Approach
• 500’ AGL for a Visual Approach
Page 17
Landings • 15
General Conditions for a Stabilized Approach
• Airplane in landing conguration.
(Gear Down, Flaps Set, Trim Set)
• Engine must be steady at the proper approach power setting.
• Proper descent angle and rate of descent must be established and
maintained.
• Airspeed must be stable and within range of target speed plus 10 KIAS.
• The airplane will touch down on intended touchdown point within
the rst 1000’ of the landing runway. If this is not assured, a go-around
must be executed.
Go Around Philosophy
The decision to execute a go-around is both prudent and encouraged anytime
the outcome of an approach or landing becomes uncertain. ATP considers the
use of a go-around under such conditions as an indication of good judgement
and cockpit discipline on the part of the pilot.
Managing Energy
Managing energy means the pilot controls the airplane’s glidepath, speed, and
power setting so that altitude and airspeed are depleted simultaneously on the
intended touchdown point.
Aiming Point
The Airplane Flying Handbook denes aiming point as "the point on the ground
at which, if the airplane maintains a constant glidepath, and was not ared for
landing, it would contact the ground."
AIM 2-3-3 — The "Runway Aiming Point Markings" consist of a broad white
stripe located on each side of the runway centerline, approximately 1,000' from
the landing threshold.
ATP requires all landings to occur within the rst 1000' of the landing runway.
When ying a visual approach and landing in a C172, the (visual) aiming point
chosen by the pilot is often an earlier point on the runway than the AIM dened
"aiming point markings" to account for the are. This technique ensures that the
airplane touches down no farther than 1000' down the runway.
Pitch & Power
Pitch
Maintain a constant angle glidepath to the aiming point by making pitch
adjustments to keep the point stationary in the windshield. If the aiming point
Page 18
16 • Landings
moves lower in the windshield, lower the pitch until the aiming point is back
in the correct, stationary position. If the aiming point moves toward the top of
the windshield, increase the pitch until the aiming point is back in the correct,
stationary position.
TIP: During a visual approach and landing, if the airplane is
trimmed for the correct approach speed with the correct power
set, much of the pilot’s attention can be on maintaining a constant
angle glidepath to the aiming point. A majority of the pilot’s scan
should be outside the airplane, devoted to the aiming point and
looking for trac, with periodic instrument checks.
Power
During a stabilized approach and landing, use power to control deviations from
the desired approach speed while maintaining a constant angle glidepath to
the aiming point. If the airspeed is fast, reduce power while maintaining the
constant angle glidepath. If the airspeed is slow, add power while maintaining
the constant angle glidepath.
Since a constant angle glidepath is a requirement for a stabilized approach,
airspeed deviations should be corrected by adjusting power. Changing pitch to
correct airspeed deviations during a stabilized approach will cause an excursion
from the constant angle glidepath, resulting in an unstable approach.
Approach Speeds
For training and testing purposes, use the following approach speeds as a
reference plus the appropriate gust factor until landing is assured.
Flaps 0˚ to 20˚— 70 KIAS
Flaps 30˚ or greater — 65 KIAS (62 KIAS for short-eld landing)
TIP: For training purposes landing is considered assured when the
aircraft is lined up and will make the paved runway surface in the
current conguration without power.
Gust Factor
Slightly higher approach speeds should be used under turbulent or gusty wind
conditions. A good rule-of-thumb is to add ½ the gust factor to the normal
approach speed. For example, it the wind is reported 8 gusting to 18 knots, the
gust factor is 10 knots. Add ½ the gust factor, 5 knots in this example, to the
normal approach speed.
Page 19
Landings • 17
Flap Setting
The C172 Operations Manual p. 4-32 states: “Normal landing approaches can be
made with power on or power o with any ap setting desired. Surface winds
and air turbulence are usually the primary factors in determining the most
comfortable approach speeds.”
Students must be able to determine the best ap conguration and approach
speed given the landing conditions.
Seat Position
Correctly positioning the seat exactly the same for each ight improves landing
performance and safety.
The fore-aft adjustment is correct when the heels are on the oor with the balls
of the feet on the rudder pedals, not on the brakes. The feet should be at a 45˚
angle from the oor to the pedals and the pilot should be able apply full rudder
inputs without shifting their body weight. When braking is required, lift the foot
from the oor rather than keeping the leg suspended in the air or resting the
feet on the upper portion of the pedals.
The seat height should be adjusted so the pilot can see the curvature of the
cowling for the best sight picture during landing
TIP: Proper foot position helps prevent inadvertent brake
application during landings and ground operations.
VIDEO: For more information about proper landing technique,
watch "Land Like a Pro" available on the ATP Flight School iPad
app.
Flight School
Page 20
18 • Landings
Trac Pattern Operations
Pattern Briengs should include:
• Flap Setting
• Type of Approach & Landing (Short-Field, Soft-Field, etc.)
• Final Approach Speed
• Aiming Point
• Touchdown Point
At TPA
• Reduce Power –
Maintain 85 KIAS
(Approx. 2000 RPM)
Established on Downwind
• "Before Landing Checklist"
• Pattern Brieng
300' Below TPA
• Turn Crosswind
Abeam Touchdown Point
• Resume Landing Prole
(following pages)
90°
45°
Vx, Vy Climb
Page 21
Landings • 19
Normal Approach and Landing
1. Complete the “Approach Checklist” before entering the airport area;
devote full attention to aircraft control and traffic avoidance.
2. Slow to 85 KIAS prior to entering downwind or trac pattern.
3. Enter the trac pattern at published TPA (typically 1000' AGL).
4. Complete the “Before Landing Checklist” when established on downwind.
5. When abeam touchdown point, on extended base, or on extended nal
(when ready to descend out of pattern altitude):
Reduce power to approx. 1500 RPM and select aps 10˚.
6. Descend out of TPA at 75 KIAS.
7. Select aps 20˚ and slow to 70 KIAS on base leg.
8. Select aps 30˚ and slow to 65 KIAS on nal when landing is assured.
TIP: Getting ATIS, brieng the approach, and the Approach
Checklist should be completed no later than 15 miles from the
airport. Accomplishing these tasks as early as possible creates
more time to focus on aircraft control and collision avoidance
in the busy airport environment. During training ights when
maneuvering near an airport, get ATIS, brief, and complete the
Approach Checklist as soon as the decision is made to return to
the airport. Don’t wait!
Page 22
20 • Landings
Normal Approach and Landing Prole
No Later Than 15 Mi. from Airport
• "Approach Checklist"
• Verify Trac Pattern Altitude
(Usually 1000’ above eld elevation)
Touchdown
• On intended touchdown point
• Within the rst 1000' feet of the runway
• At minimum controllable airspeed
Approx 10 Mi. from Airport
• Begin Slowing to 85 KIAS
• Plan Descent to Enter Trac
Pattern in Level Flight at TPA (or
Overight Altitude as Appropriate)
Approx 5 Mi. from Airport
• Maintain 85 KIAS
When Established on Downwind
• Complete the "Before Landing Checklist"
When Ready to Descend Out of
Pattern Altitude
• Reduce Power to Approx.
1500 RPM
• Select aps 10˚
• Descend out of TPA at 75 KIAS
On Base
• Select Flaps 20˚
• Maintain 70 KIAS
On Final
• Select Flaps 30˚
(landing assured)
• Maintain 65 KIAS until 10'
to 20' above the runway
90°
45°
Before Landing Checklist
SEATBELT & SHOULDER HARNESS ............................................................. ON
FUEL SELECTOR.......................................................................................... BOTH
MIXTURE .........................................................................................................FWD
FLAPS .............................................................................................. AS REQUIRED
CHECKLIST COMPLETE
Aiming
Point
Touchdown
Point
Maintain Centerline Until Taxi Speed
Increase Crosswind Control
Inputs as Airplane Slows
TIP: The power settings in this supplement are approximate and can
change depending on prevailing conditions. A common mistake
is to spend too much time trying to set exact power settings. This
diverts the pilot’s attention from more important things. During
landings, limit attention to the gauges to a few seconds at a time so
ample attention remains on ying the proper course and glidepath.
Page 23
Landings • 21
Flaps 20˚ Approach and Landing
A aps 20˚ approach and landing will be accomplished the same as a normal
(aps 30˚) approach and landing with a few dierences:
• Do not select aps 30˚ (or greater) on nal
• Maintain 70 KIAS until short nal when landing is assured, then slow to 65
KIAS until 10’ to 20’ above the runway.
Flaps 10˚ Approach and Landing
A aps 10˚ approach and landing will be accomplished the same as a normal
(aps 30˚) approach and landing with a few dierences:
• Do not select aps 20˚ on base or 30˚ (or greater) on nal.
• Maintain 70 KIAS until nal when landing is assured, then slow to 65 KIAS
until 10’ to 20’ above the runway.
TIP: Under normal circumstances, avoid conguration changes
below 400' AGL whenever possible.
Page 24
22 • Landings
No Flap Approach and Landing Prole
No Later Than 15 Mi. from Airport
• "Approach Checklist"
• Verify Trac Pattern Altitude
(Usually 1000’ above eld elevation)
Touchdown
• On intended touchdown point
• Within the rst 1000' feet of the runway
• At minimum controllable airspeed
Approx 10 Mi. from Airport
• Begin Slowing to 85 KIAS
• Plan Descent to Enter Trac
Pattern in Level Flight at TPA
(or Overight Altitude as
Appropriate)
Approx 5 Mi. from Airport
• Maintain 85 KIAS
When Established on Downwind
• Complete the "Before Landing Checklist"
When Ready to Descend Out of Pattern Altitude
• Reduce Power to Approx. 1300 RPM
• Slow to 70 KIAS
• Descend out of TPA at 70 KIAS
On Base
• Maintain 70 KIAS
On Final
• Slow to 65 KIAS
(landing assured)
• Maintain 65 KIAS until
10' to 20' above the
runway
90°
45°
Aiming
Point
Touchdown
Point
Maintain Centerline Until Taxi Speed
Increase Crosswind Control
Inputs as Airplane Slows
TIP: Reduced ap settings change the visual picture and result
in a higher angle of attack during the approach and a greater
distance between the aiming point and touchdown point.
No-Flap Approach and Landing
Steps 1-4 are identical to a normal approach and landing procedure.
5. When abeam touchdown point, on extended base, or on extended nal
(when ready to descend out of pattern altitude):
Reduce power to approx. 1300 RPM.
6. Slow to 70 KIAS.
7. Descend out of TPA at 70 KIAS.
8. Slow to 65 KIAS on nal when landing is assured.
Page 25
Landings • 23
Short-Field Approach and Landing
Steps 1-7 are identical to a normal approach and landing procedure.
8. Select aps FULL and slow to 62 KIAS on nal when landing is assured.
9. Close throttle slowly during are – touch down on intended touchdown
point with little or no oating.
10. Prevent the nosewheel from slamming onto the runway.
11. Retract the aps after touchdown
12. Simulate and announce “Max Braking” for training and checkride purposes.
Short-Field Approach and Landing Prole
No Later Than 15 Mi. from Airport
• "Approach Checklist"
• Verify Trac Pattern Altitude
(Usually 1000’ above eld elevation)
Touchdown
• On intended touchdown point with little or no oat
• Within the rst 1000' of the runway
• At minimum controllable airspeed
• Nose-high pitch attitude
Approx 10 Mi. from Airport
• Begin Slowing to 85 KIAS
• Plan Descent to Enter Trac
Pattern in Level Flight at TPA
(or Overight Altitude as
Appropriate)
Approx 5 Mi. from Airport
• Maintain 85 KIAS
When Established on Downwind
• Complete the "Before Landing Checklist"
When Ready to Descend Out of
Pattern Altitude
• Reduce Power to Approx.
1500 RPM
• Select aps 10˚
• Descend out of TPA at 75 KIAS
On Base
• Select Flaps 20˚
• Maintain 70 KIAS
On Final
• Select Flaps Full (landing
assured)
• Maintain 62 KIAS until 10' to 20'
above the runway
90°
45°
Aiming Point &
Touchdown Point
After Touchdown
• Prevent nosewheel from slamming down
• Retract Flaps
• “Max Braking” (Simulate and announce for
training and checkride purposes)
Increase Crosswind Control
Inputs as Airplane Slows
Maintain centerline until taxi speed
Page 26
24 • Landings
Soft-Field Approach and Landing
Steps 1-8 are identical to a normal approach and landing procedure.
9. Fly the airplane onto the ground, slowly transferring the weight from the
wings to the main landing gear.
10. Touch down on intended touchdown point at minimum speed with a
nose-high pitch attitude.
11. Keep the nosewheel o the ground as airplane slows by increasing
elevator pressure.
12. Prevent nosewheel from rapidly falling by maintaining aft elevator pressure.
Soft-Field Approach and Landing Prole
No Later Than 15 Mi. from Airport
• "Approach Checklist"
• Verify Trac Pattern Altitude
(Usually 1000’ above eld elevation)
Touchdown
• Smoothly on intended touchdown point
• Within the rst 1000' of the runway
• At minimum controllable airspeed
• Nose-high pitch attitude
Approx 10 Mi. from Airport
• Begin Slowing to 85 KIAS
• Plan Descent to Enter Trac
Pattern in Level Flight at TPA
(or Overight Altitude as
Appropriate)
Approx 5 Mi. from Airport
• Maintain 85 KIAS
When Established on Downwind
• Complete the "Before Landing Checklist"
When Ready to Descend Out of
Pattern Altitude
• Reduce Power to Approx.
1500 RPM
• Select aps 10˚
• Descend out of TPA at 75 KIAS
On Base
• Select Flaps 20˚
• Maintain 70 KIAS
On Final
• Select Flaps 30˚ (landing
assured)
• Maintain 65 KIAS until 10'
to 20' above the runway
90°
45°
Aiming
Point
Touchdown
Point
Rollout
• Maintain nose-high pitch attitude with
nosewheel o the ground as airplane slows
• Prevent nosewheel from rapidly falling by
maintaining aft elevator pressure
Increase Crosswind
Control Inputs as
Airplane Slows
Slowly transfer weight from
wings to main landing gear
Page 27
Landings • 25
Crosswind Approach and Landing
Carefully planned adjustments must be made to the normal approach and
landing procedure to safely complete a crosswind approach and landing.
Planning
Before entering the trac pattern, brief how your approach and landing will be
dierent by acknowledging the wind direction, crosswind component, planned
ap setting, and how your trac pattern ground track will dier as a result of
the winds.
Flap Setting
The Cessna POH/AFM recommends using the “minimum ap setting required
for the eld length. If ap settings greater than 20˚ are used in sideslips
with full rudder deection, some elevator oscillation may be felt at normal
approach speeds.” ATP standardized landing technique for the C172 and the
C172 POH/AFM recommend the wing-low method for best control. It is highly
recommended that ap settings be limited to 20˚ during crosswind operations.
Ground Track
Plan a crab angle on downwind to maintain a uniform distance from the runway.
Begin the base turn so the airplane is established on base at the appropriate
distance from the runway. Do not allow the winds to blow the airplane o
the intended ground track. Turning nal, adjust for the winds to not over or
undershoot the runway centerline.
Control Technique
ATP recommends a crab angle to maintain the proper ground track until 200' AGL,
followed by a transition to the wing-low sideslip technique at 200' AGL and below.
Maintain the wing-low technique until touchdown and throughout the landing
roll. After landing, increase aileron input into the wind as the airplane slows to
prevent the upwind wind from rising, reduce side-loading tendencies on the
landing gear, and minimize the risk of roll-over accidents due to the upwind wing
lifting.
Judgment
The demonstrated crosswind component in
the C172 is 15 Knots. Regardless of reported
winds, if the required bank to maintain drift
control is such that full opposite rudder is
required to prevent a turn toward the bank,
the wind is too strong to safely land the
airplane. Select another runway or airport
and go-around any time the outcome of an
approach or landing becomes uncertain.
8
200' AGL
Page 28
26 • Landings
TIP: Develop the habit of applying full, proper crosswind control
inputs as the airplane slows during every landing rollout and
all taxi operations, regardless of how light the winds. Resist
the tendency to release the control inputs to neutral after
touchdown.
TIP: During windy conditions, adjust turns in the trac pattern
as necessary to maintain the correct ground track and distance
from the runway. For example, a strong tailwind during the
downwind leg will blow the airplane too far from the runway if
the pilot waits until the 45˚ point to turn base. Instead, plan the
base turn early to remain the correct distance from the runway.
Crosswind Approach and Landing Prole
No Later Than 15 Mi. from Airport
• "Approach Checklist"
• Verify Trac Pattern Altitude
(Usually 1000’ above eld elevation)
Touchdown
• On intended touchdown point
• Within the rst 1000' feet of the
runway
• At minimum controllable
airspeed
Approx 10 Mi. from Airport
• Begin Slowing to 85 KIAS
• Plan Descent to Enter Trac
Pattern in Level Flight at TPA (or
Overight Altitude as Appropriate)
Approx 5 Mi. from Airport
• Maintain 85 KIAS
When Established on Downwind
• Crab as necessary to maintain
consistent ground track
• Complete the Before Landing Checklist
When Ready to Descend Out of Pattern
Altitude
• Reduce Power to Approx. 1500 RPM
• Select aps 10˚ (as required)•
Descend out of TPA at 75 KIAS
On Base
• Select Flaps 20˚
(as required)
• Maintain 70 KIAS
• Crab as necessary to
maintain consistent
ground track
On Final
• Crab as necessary to
maintain extended
centerline until 200’ AGL
• Maintain 70 KIAS +
1/2 gust factor until 10'
to 20' above the runway
90°
45°
Aiming
Point
Touchdown
Point
Increase Crosswind
Control Inputs as
Airplane Slows
200' AGL
• Transition from crab to
wing-low sideslip technique
Maintain
Centerline Until
Taxi Speed
Page 29
Go-Around, Missed & Rejected Landing • 27
Go-Around
A go-around procedure must be initiated any time the conditions for a safe
approach and landing are not met. Some examples of unsatisfactory approach
and landing conditions are:
• unstable approach path or airspeed
• improper runway alignment
• unexpected hazards on the runway or on nal
• anything that jeopardizes a safe approach and landing
Any time unsafe or unsatisfactory conditions are encountered, a go-around
must be immediately executed and another approach and landing should be
made under more favorable conditions.
Missed Approach
A missed approach is a maneuver conducted by a pilot when an instrument
approach cannot be completed to a landing. The pilot’s initial actions when
initiating a missed approach are the same as a go-around procedure.
Go-Around / Missed Approach Procedure
1. Increase throttle to full power.
2. Retract aps to 20˚ (if > 20˚) while simultaneously;
3. Increase pitch to establish climb.
4. Retract aps to 10˚ when airspeed is greater than 55 KIAS.
5. Establish VX or VY as appropriate.
6. Retract aps to 0˚ when clear obstacles or accelerating through VX
(if no obstacles)
7. “After Takeo Checklist” out of 1000’ AGL if departing the trac pattern.
If the go-around or missed approach is due to conflicting traffic, maneuver as necessary during the climb
to clear and avoid conflicting traffic (usually to the side, flying parallel to the runway).
Decision to Go Around
• Increase throttle to full power.
• Retract aps to 20˚ (if > 20˚) while
simultaneously; Increase pitch to
establish climb.
When airspeed > 55 KIAS.
• Retract aps to 10˚
Establish
V
X
or
V
Y
When clear obstacles or accelerating
through VX (if no obstacles)
• Retract aps to 0˚
1000' AGL
"After Takeo Checklist"
if departing trac pattern
The terms go-around, missed approach, rejected landing, and
balked landing are often used interchangeably, but there are
dierences.
SECTION 7
Go-Around, Missed & Rejected
Page 30
28 • Go-Around, Missed & Rejected Landing
Rejected or Balked Landing
As a practical guide, a rejected or balked landing occurs when the airplane is
very low to the ground and usually occurs after the roundout (are) has begun.
Airspeed may be very low — well below VX or VY in some cases — and the
pilot must be very careful to establish and maintain a safe airspeed during the
transition to a climb. At slow airspeeds, retracting the aps too early or abruptly
can result in a signicant loss of lift. The pilot must also factor in ground eect
when initiating a rejected or balked landing close to the ground.
Rejected or Balked Landing Procedure
1. Increase throttle to full power
2. Retract aps to 20˚ (if > 20˚) while simultaneously;
3. Accelerate to 55 KIAS (if slower) then;
4. Increase pitch to establish climb.
5. Retract aps to 10˚ accelerating through 55 KIAS.
6. Accelerate to VX or VY as appropriate.
7. Retract aps to 0˚ when clear obstacles or accelerating through VX
(if no obstacles).
8. "After Takeo Checklist” out of 1000’ AGL if departing the trac pattern.
If the rejected landing is due to conicting trac, maneuver as necessary during the climb to clear and avoid
conicting trac (usually to the side, ying parallel to the runway).
Decision to Reject
• Increase throttle to full power.
• Retract aps to 20˚ (if > 20˚) while
simultaneously; Accelerate to 55 KIAS
(if slower) then; Increase pitch to
establish climb.
Accelerating through 55 KIAS
• Retract aps to 10˚
Accelerate VX or V
Y
When clear obstacles or accelerating
through VX (if no obstacles)
• Retract aps to 0˚
1000' AGL
"After Takeo Checklist"
if departing trac pattern
Page 31
Instrument Procedures • 29
SECTION 8
Instrument Procedures
Precision Approach (ILS Approach)
1. Complete the “Approach Checklist” and identify the localizer as early as possible.
2. Slow to 85 KIAS on vectors or established on a published segment of the
approach.
3. Announce “Localizer Alive” when localizer begins moving toward center.
4. Announce “Glideslope Alive” when glideslope begins moving toward center.
5. Verify no ags at glideslope intercept altitude and marker.
6. ½ dot below glideslope intercept: “Before Landing Checklist”
Reduce power to approx. 1500 RPM, and select aps 10˚.
7. Select aps 20˚ at glideslope intercept.
8. Descend on glideslope at 70 KIAS.
9. Announce at 1000' above DA: “1000 to go.”
10. Announce at 100' above DA: “100 To Go.”
11. “Minimums.”
TIP: ATP recommends selecting a nal ap setting of 20˚ at
glideslope intercept to enable a stabilized approach and minimize
workload during the nal approach segment. Flaps 30˚ may be
selected when landing is assured at the pilot’s discretion, but it is
not required.
No Later than 15 Mi. from Airport
• Approach Check
• Identify the localizer as early as possible
On Vectors or Published Segment
• Slow to 85 KIAS
Localizer Movement
Toward Center
• “Localizer Alive”
Glideslope Movement
Toward Center
• “Glideslope Alive”
• Verify no ags
½ Dot Below Glideslope
• “Before Landing Checklist”
• Reduce power to
approx. 1500 RPM
• Select aps 10˚
Glideslope Intercept
• Select Flaps 20˚
• Descend on glideslope
at 70 KIAS
1000' Above DA
• “1000 to go”
100' Above DA
• “100 to go”
DA
• “Minimums”
TIP: The airplane is considered established inbound when the
localizer is alive.
Touchdown
• Touchdown on rst 1000’ feet of the
runway at minimum controllable
airspeed
• Maintain Centerline Until Taxi Speed
• Increase Crosswind Control Inputs
as Airplane Slows
Page 32
30 • Private Pilot
NOTE: Conguration and throttle settings used throughout
the following procedures are based on an 160 HP R-Model 172
and will vary depending on the specic airplane and prevailing
conditions.
Steep Turns
Steep turns are to be accomplished above 3000' AGL. Roll into one coordinated
360˚ turn, then follow with another coordinated 360˚ turn in the opposite direc-
tion, as specied by the Examiner. Roll into and out of turns at approximately
the same rate. The applicant is required to maintain the entry altitude ±100 feet,
airspeed ±10 knots, bank ±5°; and roll out on the entry heading ±10°.
1. Perform two 90º clearing turns
2. 90 KIAS (2000 RPM) maintain altitude
3. Cruise conguration ow
4. Perform a 360 turn with 45˚ of bank
5. Maintain altitude and airspeed (+ back pressure, + approx. 1-200 RPM)
6. Roll out ½ bank angle prior to entry heading
7. Clear trac and perform a 360 turn with 45˚ of bank in the opposite
direction
8. Roll out ½ bank angle prior to entry heading
9. Cruise checklist
Maneuvering During Slow Flight
Slow ight is to be accomplished at an entry altitude that will allow the task
to be completed no lower than 1500' AGL. As specied by the Examiner, this
maneuver may be accomplished in any conguration while demonstrating
coordinated straight-and-level ight, climbs, turns, and descents. The airspeed
selected is that at which any further increase in angle of attack, increase in load
factor, or reduction in power, would result in an immediate stall. The applicant
is required to maintain the specied altitude ±100 feet, specied heading ±10°,
airspeed +10/-0 knots, and specied angle of bank ±10°.
SECTION 9
Private Pilot
Specific Tasks & Procedures
Page 33
Private Pilot • 31
1. Perform two 90º clearing turns
2. 1500 RPM (maintain altitude)
3. Landing conguration ow
4. Maintain altitude - slow to just above a stall
5. Power as required to maintain airspeed
6. Accomplish level ight, climbs, turns, and descents as required (ATP max 30° bank)
7. Recover – full power/maintain altitude/reduce aps
8. Above Vx, reduce aps to 0°
9. Cruise checklist
Power-O Stall
Stalls are to be accomplished at an entry altitude that will allow the task to be
completed no lower than 1500' AGL. This maneuver is begun by rst establish-
ing a stabilized descent in either the approach or landing conguration, as
specied by the Examiner. The applicant is required to maintain a specied
heading ±10° in straight ight; or a specied angle of bank (not to exceed 20°)
±10°, in turning ight.
1. Perform two 90° clearing turns
2. 1500 RPM (maintain altitude)
3. Landing conguration ow
4. Stabilized descent at 65 KIAS
5. Throttle idle (Slowly)
6. Wings level or up to 20° bank as assigned
7. Pitch to maintain altitude (Slowly)
8. At stall/buet (as required) recover – reduce AOA - full power
9. Retract aps to 20° (immediately)
10. Retract aps to 10° when airspeed is greater than 55 KIAS
11. Increase pitch to arrest descent
12. Establish VX or VY as appropriate
13. Retract aps to 0° when accelerating through V
x
14. Cruise checklist
Page 34
32 • Private Pilot
Power-On Stall
Stalls are to be accomplished at an entry altitude that will allow the task to be
completed no lower than 1500' AGL. The applicant is required to maintain a
specied heading ±10° in straight ight; or a specied angle of bank (not to
exceed 20°) ±10°, in turning ight.
1. Perform two 90° clearing turns
2. 1500 RPM (maintain altitude)
3. Clean conguration
4. At 60 KIAS, simultaneously increase pitch (Slowly) and apply full power
5. Slowly increase pitch to induce stall/buet (approx 15°)
6. At stall/buet (as required) recover – reduce AOA - full power
7. Cruise checklist
Page 35
Commercial Pilot • 33
Required maneuvers for the Commercial Pilot Single-Engine Add-On are per-
formed the same as those for Private Pilot, with exception of steep turns, which
is accomplished with at least 50° of bank.
Commercial Pilot Single Engine Add-On completion standards allow for lower
tolerances than Private Pilot standards on maneuvers. Refer to the PTS.
Chandelles
Chandelles are to be accomplished at an entry altitude that will allow the task
to be completed no lower than 1500' AGL. Chandelles consist of one maximum
performance climbing turn beginning from approximately straight-and-level
ight, and ending at the completion of a precise 180° turn in a wings-level,
nose-high attitude at the minimum controllable airspeed. The applicant is
required to complete the rollout at the 180° point, ±10°, just above a stall air-
speed, and maintain that airspeed, momentarily avoiding a stall.
1. Perform two 90º clearing turns
2. 100 KIAS (2200 RPM) maintain altitude
3. Clean conguration ow
4. Choose a reference point o wing
5. Establish / maintain 30° bank
6. Full Throttle - Increase pitch to attain approx. 10-12˚ pitch up at 90°
point
1st 90° of turn, Bank = constant 30˚, Pitch = increasing to 10-12˚ pitch up
7. 90˚ point - maintain pitch - reduce bank angle to attain level ight at
180˚ point
2nd 90° of turn, Pitch = constant 10-12˚ pitch up, Bank = decreasing to
level ight
8. 180˚ point - wings level - minimum controllable airspeed
9. Accelerate while maintaining level ight
10. Cruise checklist
LEVEL FLIGHT, 100 KIAS
30º BANK,
10-12º PITCH-UP
LEVEL FLIGHT,
MINIMUM
CONTROLLABLE
AIRSPEED
SECTION 10
Commercial Pilot
Specific Tasks & Procedures
Page 36
34 • Commercial Pilot
Lazy Eights
Lazy Eights are to be accomplished at an entry altitude that will allow the task
to be completed no lower than 1500' AGL. The applicant is required to maintain
coordinated ight throughout the maneuver, with a constant change of pitch
and roll rate. The aircraft should be at approximately 30° bank at the steepest point and at the 180° points be at: entry altitude ±100', entry airspeed ±10
knots, and entry heading ±10°.
1. Perform two 90º clearing turns
2. 100 KIAS (2200 RPM) maintain altitude
3. Clean conguration ow
4. Choose a reference point o 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 ight – entry airspeed and altitude
12. Repeat in opposite direction
13. Cruise checklist
*pitch and bank reference numbers approximate
Page 37
Commercial Pilot • 35
Steep Spirals
Steep Spirals must consist of at least three 360° turns. The applicant is required
to maintain a specied airspeed ±10 knots and roll out toward a specied object
or heading ±10°.
1. Altitude – at least 3000’ AGL
2. Perform two 90º clearing turns
3. 80 KIAS (1700 RPM) maintain altitude
4. Clean conguration ow
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 specied heading (visual reference)
12. Adjust DG/HSI to compass
13. Cruise checklist
Page 38
36 • Commercial Pilot
Eights on Pylons
Eights on Pylons are to be accomplished at the appropriate pivotal altitude
(groundspeed2/11.3), governed by the aircraft's groundspeed. The applicant is
required to maintain coordinated ight while ying a gure eight pattern which
holds the selected pylons using the appropriate pivotal altitude. At the steepest
point, the angle of bank should be approximately 30-40°.
1. Enter pivotal altitude (Approx 900’ AGL at 100 KIAS - 2200 RPM)
2. Perform two 90º clearing turns
3. Clean conguration ow
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 rst
10. Exit maneuver on entry heading
11. Cruise checklist
High Groundspeed
High Pivotal Altitude
Lowest
Groundspeed
Lowest Pivotal
Altitude
Closest to Pylon
Entry
High Groundspeed
High Pivotal Altitude
Lowest
Groundspeed
Lowest Pivotal
Altitude
Closest to Pylon
Entry
Pivotal
Altitude
High Groundspeed
High Pivotal Altitude
Lowest
Groundspeed
Lowest Pivotal
Altitude
Closest to Pylon
Pylon
View From Above
NOTE: The wing tip should
be pointing at the pylons
throughout the turns.
Page 39
Oral Review • 37
SECTION 12
Oral Review
1. (True/False) Engines on all ATP C172s are identical.
2. Identify the range of useable fuel (smallest to largest) available in the
ATP C172 eet.
3. Where (within the POH/AFM) can information on engine modications
be found?
4. Be able to identify the various engine sizes and specications for the
various model C172s.
5. What type of aps does the C172 have?
6. Describe the C172 landing gear.
7. Describe the dierences between early and late model electrical systems.
8. Describe the ignition system.
9. What type of stall warning system does the C172 have?
10. (True / False) There are dierent checklists for early and late model C172s.
11. Describe the dierences between early and late model fuel systems.
12. By memory, be able to recite and write down all of the proles contained
in this supplement and on the C172 Maneuver Guide.
13. What is the rst step in accomplishing a good landing?
Page 40
38 • Oral Review
14. Whenever possible, what distance should the trac pattern be own
in a single-engine airplane?
15. For training and testing purposes, what speed should the airplane be
own on short nal when landing is assured?
16. What is the typical approximate altitude above the landing surface to
begin the roundout (are)?
17. At what speed should the touchdown occur in a 172?
18. Dene “managing energy”.
19. After landing, how long should the centerline be maintained?
20. After touchdown, what should be done with the aileron controls as the
airplane slows? Why?
21. What information should a visual approach brieng include?
22. What does an approach brieng accomplish?
23. Be able to articulate an example visual approach and landing brieng using
the example provided in the Supplement.
24. Dene stabilized approach according to the Airplane Flying Handbook.
25. What are the general conditions for a stabilized approach?
26. What should a pilot do if the general conditions for a stabilized approach
don’t exist during an approach? What if an instructor is on board?
27. What is, in your opinion, the most important part of a stabilized approach?
28. What action should be taken if a pilot at 1000’ AGL maintaining a constant
angle glidepath is 10 knots too fast?
Page 41
Oral Review • 39
29. While maintaining a stabilized approach, what control input should the
pilot use to correct for airspeed deviations, change the pitch or change
the power?
30. Dene “aiming point” according to the airplane ying handbook.
31. While maintaining a stabilized approach, what control input should the
pilot use to correct for the aiming point moving up in the windshield,
change the pitch or change the power?
32. If the aiming point is moving up in the windshield, is the airplane moving
lower or higher reference the constant angle glidepath?
33. What does it mean if a pilot ying in level ight has to physically keep the
airplane from climbing by applying forward pressure on the yoke?
34. What does it mean if a pilot ying in level ight has to physically keep the
airplane from descending by applying aft pressure on the yoke?
35. According to Cessna, what is the best ap setting for a normal landing a
C172?
36. How should the approach speed be adjusted for gusty winds?
37. Calculate the correct approach speed until short nal given the following
conditions.
• Flaps 20˚
• Winds 240 @ 8, gusting to 18
38. Why is correctly adjusting the seat position before each ight important?
39. When should the pilot get ATIS, brief the approach, and complete the
Approach Checklist?
40. Are the power settings listed on the landing proles exact or approximate?
41. Is the aiming point also the touchdown point? If not, what is the dierence?
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40 • Oral Review
42. What is the maximum recommended ap setting for crosswinds?
43. Does ATP recommend the crab method or wing-low sideslip method during
a crosswind approach and landing?
44. When using the wing-low sideslip technique, will left or right rudder be
required during a strong right crosswind?
45. Which control surface, aileron or rudder, corrects for wind drift during a
crosswind landing?
46. During crosswind landings, which control surface, aileron or rudder
longitudinally aligns the airplane with the runway centerline?
47. What is the max demonstrated crosswind in the C172?
48. When ying the downwind leg with a strong tailwind, where should the
turn to base be started?
a. At the 45˚ angle to the intended touchdown point
b. Plan the turn early so the base leg can be own at the appropriate
distance from the runway
c. Plan the turn late so the base leg can be own at the appropriate
distance from the runway
49. What control inputs, if any, should the pilot apply after the airplane
touches down?
50. What is the dierence between a go-around/missed approach and a
rejected landing?
51. During an ILS approach, when is the airplane considered established
inbound?
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