Cessna 172 Training Supplement

Cessna 172 Training Supplement ATPFlightSchool.com Revised 2025-12-01 Copyright © 2010–2025 ATP USA, Inc. Configurations and throttle settings used throughout this manual are based on a 180 HP S-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 Airman Certification 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. 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 specific to the airplane you are flying. Endurance and fuel capacities may vary considerably depending on the specific model / serial number being flown and any modifications it may have. To view recent changes to this supplement, visit: atpflightschool.com/changes/supp-172 Contents Revised 2025-12-01 Early & Late Model Overview......................... 1 Aircraft Systems................................................. 3 Late Model (R&S)................................................3 Early Model (L-N) Differences .......................8 Garmin G1000.................................................. 10 Garmin G5.......................................................... 16 Standard Avionics Configurations ........... 17 GPS Setup for VFR Airwork & Maneuvers ..................................................... 22 List of Pilots Guides ...................................... 22 Performance./.Weight.&.Balance................23 V-Speeds & Limitations ................................ 23 Sample Weight & Balance Problem ......... 24 Formulas ............................................................ 26 CG Envelope Graph........................................ 26 Departure Procedures....................................27 Engine Failure Immediate Action & Off-Airport Landings ................................. 27 Below 800 Feet AGL ..................................... 30 800 to 1500 Feet AGL ................................... 31 If Engine Restarts ........................................... 32 Above 1500 Feet AGL ................................... 32 Engine Failure at Night .................................. 33 Engine Failure in IMC ..................................... 33 Engine Failure over Water............................ 33 Passenger Briefing ......................................... 34 Pre-Takeoff Briefing ....................................... 34 Departure Briefing .......................................... 34 Normal Takeoff ................................................ 35 Short-Field Takeoff ........................................ 36 Soft-Field Takeoff ........................................... 37 Arrival Procedures...........................................38 Summary of Final Approach Speeds & Flap Settings................................................. 38 Cessna 172 Landing Criteria...................... 38 Good Planning = Good Landing ................ 39 Approach Briefing – Verbalize the Plan .. 39 Spoken Callouts on Approach................... 40 Stabilized Approaches ................................. 40 Braking Technique .......................................... 43 Go Around Philosophy .................................. 44 Gust Factor ....................................................... 44 Flap Setting ....................................................... 44 Seat Position .................................................... 45 Collision Avoidance ....................................... 45 Traffic Pattern Operations ........................... 46 Normal Approach & Landing ...................... 47 No-Flap Approach & Landing ..................... 49 Short-Field Approach & Landing .............. 50 Soft-Field Approach & Landing ................. 51 Power-Off 180° Approach & Landing ...... 52 Emergency Approach & Landing (Simulated) ........................................................ 54 Crosswind Approach & Landing ............... 54 Go-Around......................................................... 57 Missed Approach............................................ 58 Rejected or Balked Landing ........................ 59 Precision Approach ....................................... 60 Non-Precision Approach ............................. 61 Circling Approach ........................................... 62 Holding ............................................................... 62 In-Flight.Maneuvers.........................................63 Clean Configuration Flow ............................ 63 Landing Configuration Flow........................ 63 Steep Turns ....................................................... 64 Standard Avionics Configurations ........... 64 Clearing Turns for In-Flight Maneuvers .. 64 Maneuvering During Slow Flight ............... 65 Power-Off Stall................................................. 66 Power-On Stall ................................................. 67 Emergency Descent ...................................... 67 Rectangular Course ....................................... 68 S-Turns................................................................ 69 Turns Around A Point..................................... 70 Chandelles ........................................................ 71 Lazy Eights ........................................................ 72 Eights On Pylons............................................. 73 In-Flight.Maneuvers.(Continued) Steep Spirals .................................................... 75 Accelerated Stall............................................. 75 Secondary Stall (Power-On) ....................... 76 Secondary Stall (Power-Off) ....................... 76 Elevator Trim Stall ........................................... 77 Cross-Control Stall ........................................ 78 Oral Review.........................................................79 Review Questions ........................................... 79 172.&.Archer.Differences..............................83 Sample Radio Communications..................85 Sample Communications Used at Non-Towered Airports................................... 85 Sample Communications Used at Towered Airports ............................................ 87 Early & latE ModEl ovErviEw 1 SECTION.1 Early & latE ModEl ovErviEw iMPortaNt: aircraft information can be obtained from the owner’s Manual, PoH or PoH/aFM (as appropriate for the model). airplanes with engine modifications (and possibly increased gross weights) will have additional information in the Supplemental airplane Flight Manual in Section 9. refer to the official aircraft documents for ALL information. ATP Cessna 172 aircraft models include R / S models ( “Late Model”) and L through N models (“Early Model”). Over 95% of ATP's Cessna 172 fleet are Late Model. R-model Cessnas were introduced in 1996, and were the first to come factory- equipped with fuel-injected engines. Starting procedures are substantially different 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 flying. Model Number year of Production Early Models 172 L 1971–72 172 M 1973–76 172 N 1977–80 late Models 172 R 1996–2009 172 S 1998–Present 2 Early & latE ModEl ovErviEw NotE: R-model 172s were originally delivered with 160-horsepower engines. However, ATP's R-model aircraft have received a propeller modification that provides for an increase to 180 horsepower (matching the S model), which in turn increases fuel burn and maximum allowable takeoff weight. ATP's early-model Cessna 172s have different combinations of engine horsepower and usable fuel. Some aircraft carry only 38 gallons of useable fuel, and have been modified with a 180-horsepower engine. These airplanes have an increased fuel burn and a significantly 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 certificates, which list the aircraft model, can be found on the forward lower left interior cabin wall. Weight and balance information can be found on the Aircraft Quick Reference page of the ATP Student Extranet, as well as Section 6 of the POH. airCraFt SyStEMS 3 SECTION.2 airCraFt SyStEMS late Model (r&S) System descriptions are given first for Late Model aircraft, and then differences only for Early Models. Engine The 172 R and S models are equipped with a Lycoming, 4-cylinder, fuel-injected, IO-360-L2A (injected, opposed, 360 cubic inch) engine. This engine is rated at 180 HP at 2700 RPM as factory-delivered on S-models and as upgraded on R-models. (See note on page 2 regarding engine modifications.) The engine is direct drive (crankshaft connected directly to the propeller), horizontally opposed (pistons oppose each other), air cooled (no liquid coolant), and normally aspirated (no turbo or supercharging). l Lycoming H Horizontally Opposed a Air Cooled N Normally Aspirated d Direct Drive Ignition Engine ignition is provided by two magnetos mounted on the back of the engine. Each magneto powers one spark plug in each cylinder (for a total of 8), providing redundancy and more complete combustion. As originally equipped, both are conventional engine-driven magnetos which are independent of the aircraft's electrical system and each other. In some aircraft, one magneto has been replaced with a solid-state EIS (Electronic Ignition System). The EIS is powered by the main battery. EIS units are more 4 airCraFt SyStEMS reliable, while the remaining conventional magneto provides redundancy in the event of electrical system failure. Aircraft with a single EIS can be identified by a placard on the instrument panel advising not to operate the aircraft with low battery voltage. There are no operational differences between aircraft with a single EIS and those with two conventional magnetos. Aircraft delivered from June 2025 onwards come factory-equipped with dual EIS (and no conventional magnetos). Unlike the single EIS aircraft, these dual EIS aircraft do have important procedural differences. During normal operations, the EISs are powered by the alternator and are wired directly to both the main and standby batteries. If the alternator fails in flight and cannot be reactivated, the pilot responds by shutting off the battery master switch. This leaves the EISs as the only equipment drawing power from the main battery. Barring a battery failure, there is enough power in this battery to run the EISs longer than the fuel endurance of the aircraft. Essential equipment will be powered by the standby battery (see pages 6 and 16 for more information); the standby battery check must be successfully completed prior to flight. Oil The engine has an oil sump with a maximum capacity of 8 quarts. ATP's minimum oil quantity for departure in the Cessna is 6.5 quarts. NotE: ATP policy states that any time a full quart of oil can be added to the Cessna oil system, a full quart should be added. Never add less than a full quart; oil must only be added from full, unopened containers, and any oil not poured into the engine must be discarded. Students are not permitted to add oil to ATP aircraft without their instructor verifying the oil level and verbally agreeing to the amount to be added. Propeller The engine drives a McCauley, 76 inch, two-blade, all-metal, fixed-pitch propeller. Maximum RPM (red line) is 2700 RPM. Vacuum System On aircraft with conventional flight instruments, two engine-driven vacuum pumps are located on the back of the engine, providing vacuum to the attitude and heading gyros. These have a normal operating range of 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. On aircraft with the G1000 glass cockpit and conventional standby instruments, a single engine-driven vacuum pump provides vacuum to the standby attitude airCraFt SyStEMS 5 indicator. The normal operating range is 4.5-5.5 inches of mercury. Failure of this pump is indicated by a GYRO flag on the attitude indicator and an amber LOW VACUUM annunciation on the PFD. (Aircraft manufactured since 2022 use an electronic standby instrument and do not have vacuum equipment installed.) Landing Gear The landing gear is a fixed, 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 flight, 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. Differential braking allows for up to 30° of steering either side of center. Brakes Brakes are hydraulically-actuated, main wheel single-disc brakes controlled by master cylinders attached to each of the left-seat pilot's rudder pedals. The right- seat rudder pedals are mechanically linked to the left-seat pedals, so depressing the tops of either set of pedals will apply the brakes. When the airplane is parked, the main wheel brakes may be set with 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° down. NotE: The parking brake is not to be used in training or flight checks with ATP. Flaps The 172 has single slot-type flaps driven electrically by a motor in the right wing. A flap 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 the 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 for use in the event of static port blockage. When using the alternate static source, the cabin vents must be closed and the cabin heater and cabin air controls must be on. This will reduce the pressure differential between the cockpit and the atmosphere, reducing pitot-static error. 6 airCraFt SyStEMS Fuel.System The fuel system consists of 2 integral tanks in the wings with a total fuel capacity of 56 gallons, of which 53 is usable. Three gallons remain unusable because fuel is drawn from slightly above the bottom of the tanks, to avoid drawing contaminants into the engine. Usable fuel quantity is placarded on the fuel selector. Typically there are 13 fuel sumps: 5 under each wing and 3 under the engine cowling. There are 3 fuel vents: 1 under the left wing and 1 in each fuel cap. Fuel is gravity-fed from the wing tanks to a three-position fuel selector valve labeled BOTH, RIGHT, and LEFT, and then to a reservoir tank. From the reservoir tank the fuel flows to an electrically-driven auxiliary fuel pump, past the fuel shutoff 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 takeoff and landing operations. NotE: The fuel selector should remain in BOTH during normal operations with ATP, except for when it is set to LEFT during the Shutdown/Terminate checklist. Fuel-injected engines do not have carburetor heat like early-model, carbureted engines. Alternate air is provided with a spring-loaded alternate air door in the air box. If the air induction filter should become blocked, suction created by the engine will open the door and draw unfiltered air from inside the lower cowl area. An open alternate air door will result in 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 lead- acid battery. (Cessna 172s with Garmin G1000 avionics also have an isolated 24- volt standby 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 flight only once, and only if there is no smoke or burning smell, and only if the affected system and equipment is needed for the operational environment. Do not reset any non-essential circuit breakers in flight. Failure of the alternator is indicated by a low voltage annunciator and a negative reading on the main battery ammeter (which indicates that the battery is airCraFt SyStEMS 7 discharging). If this occurs, execute the Low Volts Annunciator During Flight or Low Voltage Light During Flight checklist (depending on model) to attempt to reactivate the alternator. If alternator power cannot be restored, the main battery can supply electrical power to essential equipment for a limited time (approximately 30 minutes, depending on battery load and condition). In G1000 aircraft, if the main battery can no longer provide adequate power (below 20 volts) and the standby battery switch is in the ARM position, the standby battery will automatically provide power to the essential bus for about 30 minutes. (See page 16 for more information.) Exterior Lighting Exterior lighting on all late-model aircraft includes navigation lights on the wing tips and top of the rudder, a flashing beacon mounted on the top of the vertical fin, and a strobe light on each wing tip. Landing and taxi light configurations vary: • Newer aircraft are equipped with combination LED landing/taxi/recognition lights on both wing leading edges. These are controlled with a three-position switch that can be set to LAND, RECOG/TAXI, or OFF. In LAND mode, all LEDs are illuminated. In RECOG/TAXI, the 6 LEDs in the center of the unit are illuminated. They shine steadily while on the ground; while in flight, they pulse alternately to provide the recognition mode. • Older aircraft have a dual landing (inboard) / taxi (outboard) light configuration located on the left wing leading edge. Each light is controlled by a separate switch. Environmental Heat for the cabin interior and the defroster is provided by an exhaust muffler shroud that routes fresh air past the exhaust system and into a cabin manifold just forward of the pilot's feet. There, it mixes with unheated air entering through an air door on the right side of the fuselage. The Cabin Heat and Cabin Air knobs control the amounts of heated and unheated air, respectively, that enter the manifold. From there, the air enters the cabin through outlets near the floor and defroster outlets near the base of the windshield. The amount of defrost is controlled by adjusting a sliding valve at each outlet. Additional ventilation is provided by ram air that enters through ports on the leading edge of the wing. This air is ducted to adjustable ventilators in the forward and rear cabin. 8 airCraFt SyStEMS Stall.Warning The aircraft's 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 the warning horn. This results in an audible warning at 5 to 10 knots above the stall. Early Model (L-N) Differences Early model Cessnas are generally characterized by their pre-1996 production date and carbureted engines. Engine Early model 172’s were delivered with a 320 cubic inch, O-320-E2D engine. This engine produced 150 HP at 2700 RPM. However, ATP's early model 172s have been modified with approved aircraft engine upgrades. Modified engines have 180 HP, increased maximum takeoff weight, increased fuel burn, and significantly reduced endurance. Most of these upgrades have been performed either by Penn Yan Aero or by Air Plains. Vacuum System The system has 1 vacuum pump. NotE: To mitigate the risk of vacuum pump failure, ATP policy restricts Cessna 172s with a single vacuum pump, single vacuum- driven primary attitude indicator, and no backup attitude indicator to flight in VMC conditions only. Flaps Some early models have no detents for flap settings. Instead, they have a paddle switch with an up (retract) and down (extend) position, and the pilot holds the switch in place until the desired flap position is reached. Some aircraft initially had up to 40 degrees of flaps; the flap travel on all ATP aircraft has been limited to 30 degrees as part of approved aircraft modifications, but the 40 degree marking is still visible on the flap position indicator. Fuel.System The fuel system has a total usable fuel capacity of as little as 38 gallons (usable fuel is placarded on the fuel selector). Typically there are 3 fuel sumps (1 under each wing and 1 under the engine cowling). There is no electrically-driven auxiliary airCraFt SyStEMS 9 fuel pump. There is no separate fuel shutoff valve. In lieu of a separate fuel shutoff valve, the fuel selector valve has an OFF position. Fuel is delivered to a carburetor. Fuel quantity and fuel drain count for each aircraft can be found on the Aircraft Quick Reference page. Electrical System Most early-model 172s are equipped with a 14-volt DC electrical system and a 12-volt lead-acid battery. Certain aircraft have a 28-volt electrical system and a 24-volt battery; these are identified on the Aircraft Quick Reference page. Aircraft may not be equipped with an alternator annunciator light; monitor alternator performance via the ammeter. External Lighting A single or dual landing/taxi light configuration 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. Carburetor heat also serves as an alternate induction air source, in case of blockage of the primary engine air intake. NotE: Partial carburetor heat may be worse than no heat at all, since it may melt part of the ice, which will refreeze in the intake system. Therefore when using carburetor heat, always use full heat and when the ice is removed, return the control to the full cold position.  NotE: Additional aircraft systems information can be found in Section 7 of the Cessna 172 Pilot's Operating Handbook, available in the ATP Training Library and ForeFlight Documents. ATP training videos reviewing this material are available in the ATP Training Library on Student Extranet. 10 airCraFt SyStEMS Garmin G1000 Some Cessna 172s are equipped with the Garmin G1000 electronic flight deck. G1000.Components The G1000 is comprised of several main components, called Line Replaceable Units (LRUs): • Primary Flight Display (PFD) • Multi Function Display (MFD) • Integrated Avionics Units • Attitude and Heading Reference System (AHRS) • Air Data Computer (ADC) • Engine/Airframe Unit • Magnetometer • Audio Panel • Transponder The PFD (left screen) shows primary flight information in place of traditional pitot- static and gyroscopic instruments, and also provides an HSI for navigation. The MFD (right screen) provides a GPS-enabled moving map with traffic and weather information. It can also be used to display waypoint/airport information, flight plans, instrument procedures, trip planning utilities, and system setup/ configuration information. The two Integrated Avionics Units each contain a GPS receiver, a VHF nav/comm radio, and a flight director. They also serve as communications hubs to relay information from the other LRUs to the PFD and MFD. For redundancy, one IAU is connected to each display, and they do not communicate with each other directly. The Attitude and Heading Reference System uses accelerometers and rate sensors, along with magnetic field readings from the magnetometer and GPS information from the IAUs, to provide aircraft attitude and heading information to the flight displays and IAUs. The Air Data Computer processes data from the pitot/static system as well as the OAT probe to provide pressure altitude, airspeed, vertical speed, and air temperature data to the system.  NotE: In newer aircraft equipped with the G1000 NXi system, the functions of the AHRS and ADC are combined into a single LRU called an ADAHRS. The Engine/Airframe Unit receives and processes signals from the engine and airframe sensors (engine RPM and temperatures, fuel quantity, etc.). airCraFt SyStEMS 11 The magnetometer measures the local magnetic field and sends data to the AHRS to determine the aircraft’s magnetic heading. The audio panel is installed between the two display screens and integrates controls for the nav/com audio, intercom system, and marker beacon receiver. It also controls manual display reversionary mode (which can shift the primary flight instruments to the MFD). The transponder is a Mode S device, controlled via the PFD, that may provide ADS-B In/Out capability, depending on the particular model of transponder. G1000.Flight.Instruments Primary Flight Display (Default) Airspeed Indicator Altimeter Turn Rate Indicator Slip/Skid Indicator Horizontal Situation Indicator (HSI) Attitude Indicator Vertical Speed Indicator (VSI) The G1000 PFD displays the same flight information as the conventional “six- pack”, but pilots should be aware of the following considerations. Airspeed and altitude information are displayed with moving tapes and a digital readout of the current airspeed and altitude to the nearest knot / 20 feet, respectively. This precision leads some pilots to overcontrol the aircraft, continuously making corrections for insignificant deviations. Be sure not to overcorrect for deviations of a few feet or knots. The information traditionally displayed on the turn coordinator is split between two locations on the screen. The inclinometer (“ball”) is replaced with a white “brick” under the pointer at the top of the attitude indicator. “Step on the brick” 12 airCraFt SyStEMS to center it and maintain coordinated flight. The rate of turn indication is provided by a magenta trend vector at the top of the HSI. Tick marks are provided for half- standard and standard rate turns. On the HSI, a small magenta diamond indicates the aircraft’s current ground track. (This diamond may not be visible if crosswinds are minimal and the track is nearly equal to the heading.) Also, pilots should note the color of the CDI needle to determine the current navigation source. Magenta needles indicate GPS, while green needles indicate VOR or LOC. G1000.Controls The G1000 has duplicate sets of controls on the PFD and MFD bezels. Using the controls towards the center of the aircraft (on the right side of the PFD and the left side of the MFD) helps to ensure that both student and instructor can see each other’s inputs. PFD/MFD Controls Left.Side.-.Top.to.Bottom NAV Radio Controls: Use the NAV knob, along with the frequency transfer key, to tune NAV receiver frequencies. Turn the VOL knob to control the volume, and press the knob to toggle the Morse code identifier on/off. HDG Knob: Sets the heading bug on the HSI. airCraFt SyStEMS 13 AFCS Keys: Used to program the Garmin GFC 700 Automatic Flight Control System. (Not installed on all aircraft.) ALT Knob: Sets the altitude bug on the altimeter. Right.Side.-.Top.to.Bottom COM Radio Controls: Use the COM knob, along with the frequency transfer key, to tune COM receiver frequencies. Turn the VOL knob to control the volume, or press to turn the automatic squelch on or off. CRS/BARO Knobs: Turn the outer, large knob to set the barometric pressure setting for the altimeter. Turn the small, inner knob to select a course on the HSI when in VOR or OBS mode. RANGE Joystick: Turn to adjust map range. Press to activate the map pointer. FMS Keys/Knob: Use these to program flight plans, enter waypoints, select instrument procedures, etc. Bottom.Edge Softkeys: There are 12 softkeys along the bottom edge of each display with functions that vary depending on context.  NotE: Review the G1000 Pilot’s Guide for your airplane for more information on the G1000’s features. These are available in the ATP Library and in ForeFlight Documents. Standby Instruments Cessna 172s equipped with the G1000 also have standby flight instruments for use in case of G1000 component failures. In aircraft manufactured prior to 2022, a conventional airspeed indicator and altimeter are connected to the pitot-static system (note that blockages of the pitot tube or static port will affect both the standby instruments and the G1000). A gyroscopic attitude indicator is powered by an engine-driven vacuum pump. Heading information is available from the magnetic compass. (There is no backup source of rate of turn or rate of climb information.) Aircraft manufactured in 2022 and later are equipped with a Garmin GI 275 electronic flight instrument that serves as the standby instrumentation. This unit provides attitude, airspeed, altitude, vertical speed, and slip/skid information. (The unit can display heading information provided by the G1000, but if the G1000 has failed, then it will display a red X in this field, and the pilot must use the magnetic compass for heading reference.) The GI 275 contains an internal rechargeable battery pack rated for a minimum run time of 60 minutes, in the event that main electrical power is lost. 14 airCraFt SyStEMS NotE: The standby flight instruments are designed to allow the pilot to safely exit instrument conditions and land the airplane in the event of instrumentation or electrical failures. They are not a replacement for the primary instrument displays on the G1000. If use of the standby instruments is required, exit IMC and land as soon as possible. G1000.Failures.&.Partial-Panel.Approaches Training Considerations For partial-panel training and checkrides, the two most common training scenarios are PFD failures and ADAHRS failures. • PFD Failure: Simulate by dimming the PFD screen. The student should respond by pushing the DISPLAY BACKUP button to activate reversionary mode and move the flight instrument displays to the MFD. All instrument procedures remain available. Use the Inset Map for situational awareness. • ADAHRS Failure: The ADAHRS has various failure modes that can cause one or more instrument indications to become unavailable. To simulate a worst- case scenario in which all of the G1000’s flight instruments are unusable, dim the PFD screen and do not activate reversionary mode. Then, fly the airplane using the standby instruments. The MFD should remain on the moving map screen for situational awareness. GPS approach procedures remain available. Set the MFD fields to TRK, DTK, XTK, and DIS to maintain situational awareness of your position relative to the intended track (in lieu of the CDI). Other failure modes in which some (but not all) instruments are unavailable can be simulated using paper or foam cutouts that hang from the COM and NAV knobs and cover up particular areas of the PFD screen. ATP does not provide these cutouts. NotE: The simulation of failures by pulling circuit breakers is prohibited in ATP aircraft. Cessna, Garmin, and the FAA all advise against pulling circuit breakers as a means of simulating failures on the G1000 system. Pulling circuit breakers, or using them as switches, has the potential to weaken the circuit breaker to a point at which it may not perform its intended function. LRU.Failures If an LRU or an LRU function fails, a red or amber X is displayed over the window(s) corresponding to the failed data. If this occurs, follow the appropriate emergency checklist. Generally, this involves checking the circuit breaker for the affected LRU, then (if the problem is not fixed by resetting the breaker) using the standby instruments to exit IFR conditions and land as soon as practical. airCraFt SyStEMS 15 AHRS Failure ADC Failure AHRS Modes The AHRS uses GPS, magnetometer, and air data to assist in attitude/heading calculations, in addition to the data from its internal sensors. Loss of this external data can affect the availability of attitude and heading information, even if the AHRS itself is functional. Either GPS or air data must be available for the AHRS to provide attitude information. Additionally, loss of magnetometer data will result in invalid heading information.  NotE: If the AHRS cannot provide valid heading information, the course pointer on the HSI will point straight up, effectively converting it into a standard, fixed- card course deviation indicator. As a result, pilots can still perform partial-panel instrument approach procedures following an AHRS failure. Cross-reference between heading information from the magnetic compass and course information from the PFD. Display.Failures If either display fails, the G1000 should automatically enter reversionary mode, in which important flight information is presented in a condensed format on the remaining display(s). Reversionary mode can also be activated manually by pressing the red DISPLAY BACKUP button on the audio panel. Engine Indication System readings appear on the left edge of the screen, and the inset map appears at lower right. Reversionary Mode (Failed PFD) 16 airCraFt SyStEMS Because the IAUs are not cross-linked, any functions handled by just one IAU will be lost if its corresponding display fails. If the PFD fails, NAV1, COM1, and GPS1 will be unavailable. If the MFD fails, NAV2, COM2, and GPS2 are unavailable. Other optional avionics may also become unavailable, depending on the particular avionics configuration. Electrical.Failure If the alternator fails, a red “LOW VOLTS” annunciation will appear on the PFD. All G1000 equipment will initially remain on, powered by the main battery. Follow the appropriate emergency checklist to verify the failure and attempt to reset the alternator. If the “LOW VOLTS” annunciator remains on, the first step in the load shedding procedure is to switch Avionics Bus 1 off. This will disable optional equipment and cooling fans, but the PFD, ADC/AHRS, #1 radio, etc. remain powered by the essential bus. Continue with the checklist and prepare to land as soon as practical. The main battery will supply power to the main and essential buses until M BUS VOLTS falls below 20 volts. Once the main battery is depleted, the standby battery system will supply power to the essential bus for approximately 30 minutes. The standby battery does not power the equipment on Avionics Bus 2, including the MFD, transponder, COM2 / NAV2 radios, and audio panel. COM1 MIC and NAV1 must be selected on the audio panel before power to Avionics Bus 2 is lost, or the radios cannot be tuned. NotE: If you are not in IMC, turn off Avionics Bus 2 at the end of the Electrical Load Reduction checklist to further reduce the draw on the main battery. Garmin G5 Some Cessna 172s are equipped with two Garmin G5 Electronic Flight Instruments in place of the vacuum-powered attitude indicator and directional gyro. Aircraft with G5 avionics have had their vacuum system equipment removed, as well as the Nav 1 CDI (because the G5 serves as an HSI). These aircraft are also equipped with a touchscreen Garmin GTN 650Xi, replacing the GNS 430. G5 Pages Each G5 has two pages: the PFD Page and the HSI Page. During installation, the units are configured to display the PFD Page on the top unit and the HSI Page on the bottom unit. The PFD displays attitude, airspeed, altitude, turn rate, heading, and vertical speed information using a similar layout to the Garmin G1000 (but in a smaller form factor). To maintain commonality with aircraft with all-conventional gauges, the standard procedure is to use the G5 PFD as the primary source of airCraFt SyStEMS 17 attitude information while using the conventional gauges for airspeed, altitude, turn rate, and vertical speed information. NotE: Slight mismatches of a few knots or tens of feet between the airspeed/altitude information on the PFD and the conventional instruments are standard and not cause for concern. When setting the altimeters, enter the same pressure setting on both; do not modify one setting to make the altimeters match. The HSI Page functions like a standard HSI, showing heading and either VOR/LOC or GPS course information depending on which is selected on the GTN 650Xi. The Selection Knob normally adjusts the heading bug; to select a course, first press the knob to enter the menu and select “Course” (or “OBS” if using GPS data), then use the knob to select the desired course. G5.Failures As with other Garmin glass-panel instruments, failures of G5 instrument functions are indicated by a red “X” over the affected data. Failures in flight can be addressed by using other cockpit instruments or (in the case of attitude failure) by switching the bottom unit to show the PFD page. To switch pages, press the Selection Knob to activate the unit’s menu, then rotate to select the PFD Page. An [!] icon in the lower left indicates a new system message. Press the Selection Knob and rotate to select and read the message. The G5 Pilot's Guide lists possible messages and their meanings (most of which alert the pilot to system faults). G5 Electrical Power For redundancy, the upper G5 unit is powered from the main bus and will turn on with the battery master switch, while the lower one is powered from the avionics bus and will turn on with the avionics master. The G5 instruments also have internal backup batteries that can power the device for up to 4 hours if aircraft electrical power is lost. If this occurs, a system message will appear and the battery status indicator in the upper left of the screen will display the remaining battery charge time. Exit IMC and land as soon as practicable. Standard Avionics Configurations Automatic zoom must be disabled. Set ranges to view approximately a 2 NM radius in the traffic pattern or congested areas; a 6 NM radius for departure, arrival, and practice area operations; and a 12 NM radius for enroute VFR or IFR. 18 airCraFt SyStEMS Garmin.G1000 Taxiing MFD: Map page with range set to airport diagram view.  Airport diagram may be expired, reference for situational awareness only. Traffic.Pattern.Operations PFD: Traffic map (INSET left). MFD: Map page with traffic information active. • NXi: Detail set to Detail-3. • Other: Declutter set to DCLTR-1. Enroute and Airwork PFD: Active with appropriate nav source (needles) active. MFD: Map page with traffic information active. Traffic inset should be included on the PFD for added traffic awareness. • NXi: Detail set to Detail-3. • Other: Declutter set to DCLTR-1. airCraFt SyStEMS 19 Full.Panel.Approaches. PFD: Active NAV source on HSI/Traffic map (INSET left). MFD: Map page with traffic information active and orientation set to track up. • NXi: Detail set to Detail-3. • Other: Declutter set to DCLTR-1. G1000 Standard Configuration Partial Panel Approaches PFD: Dimmed or covered. MFD: Reversionary Mode. Map Overlay: On with Traffic Information active. G1000 Partial Panel Configuration Pilots can exercise PIC judgment to briefly switch to other pages or settings with information helpful to the safe, efficient conduct of the flight. After doing so, promptly switch back to the standard configurations. 20 airCraFt SyStEMS Single.Garmin.GNS430. Traffic.Pattern.Operations,.Enroute,.Airwork.&.Full.Panel.Approaches COM/NAV 1: Moving map page (Nav page 2), orientation set to track up, traffic information active. Use default data fields (WPT, DTK, DIS, GS). When in traffic pattern, set declutter to level -3 (max). NGT-9000: Home page with traffic information active. Partial Panel Approaches COM/NAV 1: Default Nav page (Nav page 1), page values set to defaults (DIS, GS, DTK, TRK, BRG, ETE). NGT-9000: Home page with traffic information active. Attitude and heading indicator covered Cessna 172 Partial Panel Configuration airCraFt SyStEMS 21 Single.Garmin.GTN.650Xi.with.Dual.G5s Taxiing GTN 650: Map page with range set to airport diagram view. Traffic.Pattern.Operations,.Enroute,.Airwork.&.Full.Panel.Approaches GTN 650: Map page with traffic information active and orientation set to track up. Use default data fields (DTK, DIS, GS, ACTV WPT). When in traffic pattern, set declutter to "Least". NGT-9000: Home page with traffic information active. 22 airCraFt SyStEMS Partial Panel Approaches GTN 650: Default NAV page with default data fields (DIS, GS, DTK, TRK, BRG, ETE). NGT-9000: Home page with traffic information active. Dual G5s: Dimmed or covered. Use GTN 650 Default NAV page for course information. GPS Setup for VFR Airwork & Maneuvers When in a familiar area performing VFR maneuver training, or when remaining in the traffic pattern for takeoff/landing practice, at least one GPS unit should be selected to the Traffic page. If two units are present, one may be selected to the Moving Map page. To avoid redundant information, never have two systems on the same page. Aircraft maneuvering will cause errors in the display. These errors primarily affect relative bearing information and traffic target track vector (it will lag). Traffic information is provided as an aid in visually acquiring traffic. it is the responsibility of the pilot to see and maneuver to avoid traffic. list of Pilots Guides C172.G1000.Pilot’s.Guide C172.G1000.NXi.Pilot’s.Guide GNS430.Pilot's.Guide Lynx.NGT-9000.Pilot’s.Guide G5.Pilot's.Guide GTN.650Xi.Pilot's.Guide PERFoRMANCE / WEiGht & BALANCE 23 SECTION 3 PERFoRMANCE / WEiGht & BALANCE V-Speeds (KiAS) & Limitations for R & S Models Speeds listed below are in Knots Indicated Airspeed (KIAS). S (& r w/ 72-01 Mod.) description airspeed indicator Marking Max Horsepower 180hp Max.GTW. (Normal) 2,550lbs Max.GTW.(Utility) 2,200lbs Max Ramp 2,558lbs VSO 40 Stall speed in landing configuration Bottom of White Arc VS 48 Stall speed in clean configuration Bottom of Green Arc VX 62 Best angle of climb VY 74 Best rate of climb VA 90 @ 1,900lbs Maneuvering speed 105 @ 2,550lbs VR 55 Rotation speed VFE.10° 110 Maximum flap extension speed with 10° of flaps VFE.20-30° 85 Maximum flap extension speed with 20-30° of flaps Top of White Arc VNO 129 Maximum structural cruising speed Top of Green Arc VNE 163 Never exceed speed Red Line VG 68 Best glide speed Maximum demonstrated crosswind 15 knots with full flaps, 20 knots with flaps 10° 24 PERFoRMANCE / WEiGht & BALANCE  NotE: Due to the diversity of the early models, it is not possible to have a condensed section of systems and V-speeds. Review the POH and applicable supplements for the specific aircraft to be flown to determine maximum takeoff weights, horsepower, V-speeds, and systems information. 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. Sample Weight & Balance Problem Complete the following sample weight and balance problem for an S model. Conditions Basic Empty Weight ............................................................................................ 1676.3.lbs. (Remember to use actual aircraft BEW for flight check.) Front Pilots.....................................................................................................................350.lbs. Rear Passengers ........................................................................................................... 50.lbs. Baggage ............................................................................................3.Bags.@.50.lbs..each (May need to relocate some baggage to rear passenger seats.) Max Ramp Weight ...................................................................................................2,558.lbs. Max Takeoff/Landing Weight ..............................................................................2,550.lbs. Max Baggage Weight .................................................................................................120.lbs. Max Usable Fuel ............................................................................................................. 53.gal. Fuel Burn........................................................................................................................... 10.gal. PERFoRMANCE / WEiGht & BALANCE 25 weight × arm = Moment Basic.Empty.Weight 68358.0 Front.Pilots + 37.00 + Rear Passengers + 73.00 + Baggage.120.lbs..Max + 95.00 + Zero Fuel weight = CG CG = Moment / Weight = Usable.Fuel + 48.00 + ramp weight = Taxi.Fuel.(1.33.Gal.) – 8 48.00 – 384 takeoff Weight = CG CG = Moment / Weight = Fuel.Burn – 48.00 – landing weight = CG CG = Moment / Weight Calculate.the.Following 1. Zero Fuel Weight 2. Zero Fuel CG 3. Takeoff Weight 4. Takeoff CG 5. From comparing the Takeoff CG and Zero Fuel CG, which direction does the CG move as fuel is burned off? Plot Zero Fuel CG and Takeoff CG on the CG Envelope Graph Below. Answers: (1) 2226.3 lbs. (2) 44.07" (3) 2536.3 lbs. (4) 44.55" (5) Forward 26 PERFoRMANCE / WEiGht & BALANCE Formulas • Weight × Arm = Moment • Total Moment ÷ Total Weight = CG • Max Ramp Weight – Zero Fuel Weight = Usable Fuel Weight • Fuel Weight ÷ 6 = Fuel Gallons • 100LL fuel weighs 6 lbs./gal.; oil weighs 7.5 lbs./gal. • 3 Gallons of unusable fuel and oil at full capacity are included in Basic Empty Weight CG Envelope Graph 2600 2500 2400 2300 2200 2100 2000 1900 1800 1700 1600 1500 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 Normal Category Utility Category CG Location  NotE: Graph shown is for S-model and upgraded R-model 172s. For early-model 172s, consult the aircraft manual for weight and balance graphs and envelopes. dEParturE ProCEdurES 27 SECTION 4 dEParturE ProCEdurES Engine Failure immediate Action and off-Airport landings While a complete loss of engine power is a rare occurrence, it can happen. ATP pilots must know the emergency procedures from the POH and have a contingency plan in mind for the worst-case scenario. General Guidelines: • Know immediate action items • Best glide speed & altitude = time • Gliding distance from 1000 ft. AGL = Approx. 1.5 miles and 1 ½ minutes The following chart comes from extracted POH data and shows the glide distance and time expected after an engine failure with no wind and at max gross weight. Aircraft performance may vary considerably based on wind conditions, airplane weight and bank angle. C-172S. Best.Glide.Speed.68.KIAS altitude (ft. aGl) distance (NM) time 700 0.75 1 min 1000 1.7 1 min 15 sec 2000 3.0 2 min 30 sec 3000 4.5 3 min 45 sec 28 dEParturE ProCEdurES General.Guidelines.(continued): Engine failure in the pattern abeam the threshold will require a traffic pattern that is half the distance and half the time of a normal stabilized powered-approach pattern • If absolutely no time available: • Mixture/Master/Fuel shutoff valve - OFF • Master off shuts off fuel pump (if on) • Magnetos off if possible • Always use the greatest length of runway available for takeoff to achieve the highest altitude while in the airport area. Avoid intersection departures • Review ATP airport supplements • Comply with ATP policies re: minimum ceiling heights and avoid cross-country routes with ceilings below 1000 ft. AGL • Fly higher altitudes for night cross-country • Always maintain ATC contact at night • Minimize over-water flying • Maintain situational awareness of the wind direction ForeFlight.Usage: • Maintain situational awareness, particularly of airport availability during cross-country flights • Set up the glide advisor radius depiction • Review 3D view for departure runway for additional landing options • Synthetic vision assists with depicting terrain at night • Note: some features require Pro Plus or Performance Plus subscription level dEParturE ProCEdurES 29 ATP uses the mnemonic of A, B, C, D, E to assist in handling this emergency situation. a Airspeed Pitch and trim for the best glide airspeed. Proper trimming will lighten your workload. B Best Place to Land Immediately find an airport or other landing spot within gliding distance and turn toward that spot. Consider the factors associated with landing on roads, fields, water, trees, etc. (Review Chapter 18 of the AFH for more information.) Use the Nearest page on the GPS, use ForeFlight’s Glide Advisor, and remember the rule of thumb for glide distance: 1000 ft = 1.5 miles. C Checklist Accomplish memory items and follow up with the checklist as time permits. d Declare an Emergency Let ATC know what is going on. Squawk 7700. E ELT and Emergency Landing Lock the seatbelt, unlatch the door, and review egress procedures. Watch the ATP Elevate Video titled ATP Elevate: Emergency Approach and Landing located on the Ground School Support Videos page for additional information. 30 dEParturE ProCEdurES Below 800 Feet AGL If the engine quits immediately after takeoff, there will not be sufficient time to attempt a restart; focus instead on flying the airplane and picking a landing spot. The following steps need to be memorized and rehearsed. There will be no time to refer to a checklist at low altitudes. Memorize the Engine Failure During Takeoff Roll, Engine Failure Immediately After Takeoff and the Emergency Landing No Engine Power checklists. Emergency Landing No Engine Power Immediately adjust from a nose-high takeoff pitch attitude by lowering the pitch attitude sufficiently to maintain airspeed, and trim for best glide speed. 1. Landing Area........................................................................................ Select and Inspect 2. Airspeed (trim).......................................................................................................Best.Glide 70 KIAS (flaps UP) or 65 KIAS (Flaps 10 to Full) Steps needed to reduce the chance of fire are next. Always take steps to prevent a fire when landing off-airport. The fuel tank may rupture and spill fuel during the landing, and these steps will help reduce ignition sources. 3. Mixture .............................................................................................................................Cutoff This will cut off the fuel flow to the engine. 4. Fuel Shutoff .......................................................................................................................... Off This step closes the fuel valve that is on the engine side of the firewall. 5. Magnetos Switch ............................................................................................................... Off This step will help prevent the spark plugs from firing. While performing these steps, simultaneously maneuver to the best possible touchdown spot with the least amount of obstacles. Maintaining airspeed above VSO is imperative. Avoid stalling the airplane before touchdown at all costs. The next steps configure the aircraft for the forced landing. 6. Flaps (Full Recommended) ...........................................................................As Required Deploying flaps allows the aircraft to touch down at the slowest possible airspeed. Any obstacles or rough terrain will do less damage at slower speeds. The stall warning should sound just before touchdown.  NotE: It is critical to fight the tendency to pull back excessively on the yoke to avoid hitting something. Any increase in the angle of attack at this point will cause the airplane to stall. A stall prior to touchdown will increase the vertical descent rate, and cause much more damage to the airplane and occupants on board. dEParturE ProCEdurES 31 7. Master Switches (Batt, Standby, & Alt) ....................................................................... Off Turning off electrical power from the standby and main battery and the alternator will help reduce the chance of an electrical spark, as well as turning off the fuel pumps if on, which could prevent a fire. 8. Doors .............................................................................................................................Unlatch Unlatching the cabin door can prevent the door from becoming wedged in the airframe. If a hard landing distorts the door frame, a stuck door can prevent the occupants from safely exiting the airplane. Prior to touchdown, tighten seat belts and shoulder harnesses. Touchdown at slowest possible airspeed. 9. Brakes............................................................................................................... Apply Heavily  NotE: Never land “off-airport” with electrical power or fuel turned on! At the very least, ensure that the mixture, fuel selector, magnetos, and master battery switch are all turned to the off position. If the engine fails after rotation but below 800’ AGL, landing options are very limited. If there is runway remaining, transition to a landing configuration and touch down on the remaining runway. Using the entire runway (instead of an intersection departure or stop-and-go) lets the pilot obtain a higher altitude within the airport environment and provides more survivable landing options. Airspeed control is still vitally important; touch down at the slowest possible landing speed with full flaps. Mitigate the risk of running off the end of the runway and hitting obstructions by shutting down fuel and electrical sources by following the previously listed checklist items. If the engine failure occurs below 800’ AGL, there may be a temptation to try a 180° turn back to the runway. Accomplishing this turn successfully is very unlikely, and it should not be attempted. The FAA.Safety.Team.(FAASTeam).article. “Impossible Turn” discusses the dangers of attempting the 180° turn back to the runway. The best option for survival with a complete loss of power below 800 feet AGL is to maneuver slightly, up to 30° left or right, toward the most suitable landing spot and follow the steps in the emergency checklist listed above. Chapter 18 in the Airplane Flying Handbook (AFH) is devoted to emergency procedures and is a great resource. 800 to 1500 Feet aGl If an engine failure occurs after takeoff between 800’ to 1500’ AGL, there will be slightly more time for maneuvering, but a landing area must be selected immediately. Depending on the surface winds, a 180° return to the runway may be an option, but this should only be considered under favorable conditions. 32 dEParturE ProCEdurES An analysis and preselection of off-airport landing sites near the traffic pattern area will assist in decision-making when the emergency occurs. The 3D view on ForeFlight or analysis of a satellite map of the area can reveal additional landing site options. If time and altitude allow for an attempt at restoring power, perform the following steps. • Airspeed ...................................................................................................................... 68.KIAS • Fuel Shutoff ...........................................................................................................................On • Fuel Selector.....................................................................................................................Both • Fuel Pump ..............................................................................................................................On • Mixture (If restart has not occurred) .........................................................................Rich • Magnetos ........................................................... Both.(START.if.propeller.is.stopped) if Engine restarts • Fuel Pump ............................................................................................................................. Off • If fuel flow immediately drops to zero, return the fuel pump switch to the on position. If power is not restored, prepare for Power-Off Landing as detailed in the Engine Failure below 800 ft. AGL section.  NotE: Fuel, Air, and Spark are the three things combustion engines require to function. In the event of an engine failure, always consider these as a guide for troubleshooting along with the checklist.  NotE: Some ground reference maneuvers, like eights-on-pylons, are conducted within this altitude range. Always pre-select a forced landing area whenever conducting these low-level maneuvers, or whenever conducting maneuvers out of glide range of an airport. Above 1500 Feet AGL When an engine failure occurs above 1500’ AGL, there will be more time to troubleshoot the problem. Depending on the altitude where the failure occurs, there may be time to work on two separate checklists. First, slow to best glide and turn towards nearest airport then run the Engine Power Loss Inflight Restart Procedures checklist; if this does not restore power, proceed to the Emergency Landing with No Engine Power checklist. The Emergency Landing with No Engine Power checklist generally follows the outline of the checklist listed in this section of the supplement. dEParturE ProCEdurES 33 To assist with landing site selection, ForeFlight has a Glide Advisor which takes into account both terrain and wind effects. The pilot must program ForeFlight with the specific aircraft’s glide ratio, which for the Cessna is 9:1. Engine Failure at Night If the engine fails at night, pilots should still follow the steps of the A,B,C,D,E mnemonic. While the steps remain the same as in the daytime, there are a few additional actions required. • It will be very difficult to select landing sites like fields or roads at night, so make a turn toward the nearest airport. Darker areas tend to be less populated, but they may also hide rough terrain and obstacles. • If landing off-airport, complete all items on the emergency landing checklist except turning off the master battery switch prior to touchdown. This allows the pilot to use the landing light throughout the approach. Turn off the master battery switch immediately prior to or after touchdown. Engine Failure in iMC An engine failure in IMC is handled in much the same way as one in VMC. The obvious difference is being in the clouds during a portion of the descent, so pilots must be sure to continue their instrument scan and maintain aircraft control while troubleshooting the engine failure. Once the aircraft descends below the cloud bases, the pilot can then select a landing site and continue with the emergency procedures discussed above. Become familiar with the graphical area forecast to avoid overflying areas with visibility or ceilings that would not allow a safe landing under VMC. ATC will be able to help with local weather conditions like ceilings and winds for area airports to assist with decision-making. If in cruise flight and within gliding distance of an airport, also consider using final approach courses of published instrument procedures as a guide towards the approach end of a runway. Once over the airport, circle down over the approach end of the runway (using the principles of a steep spiral) until in a position for a safe landing. Engine Failure over Water Although ATP avoids extended over-water operations, local procedures at coastal airports may require flights over water. To mitigate the risk of an engine failure over water and reduce the chance of ditching, consider choosing an altitude such that the shore remains within glide distance throughout the flight. 34 dEParturE ProCEdurES Passenger Briefing 1. Cockpit Door Operation 2. Seat Adjustment / Seatbelt Usage 3. Fire Extinguisher Location/Usage 4. No Smoking 5. PIC Authority/Training/Checkride 6. Positive Exchange of Controls Pre-takeoff Briefing (Standard Procedures) Engine failure or abnormality prior to rotation: • Abort takeoff – throttle immediately closed • Brake as required – stop straight ahead If not enough runway to stop: • Retract flaps • Mixture to cutoff • Fuel shutoff valve, magnetos, standby battery, and master off • Avoid obstacles Engine failure after rotation with sufficient runway remaining for a complete stop: • Throttle immediately closed • Land straight ahead, brake as required Engine failure after rotation with no runway remaining: • Land within 30° of centerline, avoid obstacles. Do not attempt 180° turn • Lower nose and pitch for best glide • Flaps as necessary for safe touchdown • Power as available • Time permitting – declare an emergency • Mixture to cutoff • Fuel shutoff valve, magnetos, standby battery, and master off • Unlatch cabin doors • Touchdown at lowest speed possible Consider available emergency landing areas. Departure Briefing While the Pre-Takeoff Briefing reviews time-critical emergency procedures, the Departure Briefing covers the overall plan for the takeoff and departure. This should include (as applicable): • Type of takeoff dEParturE ProCEdurES 35 • Runway in use and distance available • Wind speed and direction • Rotation and climb speed • Initial heading and altitude • ATC departure frequency • Instrument departure procedure • Abort criteria (expected RPM at full power and takeoff roll distance) Normal takeoff (Flaps 0˚) Do not delay on runway. 1. Approaching centerline, position controls for wind 2. Smoothly increase throttle to full power 3. Check engine gauges 4. “Airspeed Alive” 5. Start slow rotation at 55 KIAS (Main gear should lift off at approx. 60 KIAS. 55 KIAS is VR , not VLOF) 6. Pitch to VY sight picture and accelerate to 74 KIAS (VY) (VY may vary depending on model. Refer to POH/AFM) 7. “After Takeoff Checklist” out of 1,000' AGL Normal.Takeoff.Profile • Position controls for wind • Smooth increase to full power • Check gauges “Airspeed Alive” 55 KIAS Approx. 60 KIAS Accelerating to vy “After Takeoff Checklist” if departing traffic pattern vr Lift-off 1,000' aGl 36 dEParturE ProCEdurES Short-Field takeoff 1. Flaps 10° 2. Use all available runway 3. Hold brakes 4. Full throttle 5. Check engine gauges 6. At full power – release brakes 7. "Airspeed Alive" 8. Rotate to lift off at 51 KIAS, then pitch to VX sight picture and climb at 56 KIAS over 50' obstacle 9. When clear of obstacle, decrease pitch to VY sight picture and accelerate to VY 10. Flaps 0° (above 60 KIAS) 11. “After Takeoff Checklist” out of 1,000' AGL Short-Field.Takeoff.Profile lined up on runway Centerline • Flaps 10˚ • Use All Available Runway • Hold Brakes • Full Throttle • Check Engine Gauges • At Full Power – Release Brakes “Airspeed Alive” Rotate to climb at 56 KIAS Clear of obstacle – accelerate to vy “After Takeoff Checklist” if departing traffic pattern 1,000' aGl Flaps 0˚  NotE: As factory-equipped, early-model 172s generally use Flaps 0° for short- field takeoffs. Some engine upgrades change this to Flaps 10°, as detailed in the aircraft manual supplement. The short-field takeoff flap setting for each aircraft is listed on the Aircraft Quick Reference Page. dEParturE ProCEdurES 37 Soft-Field takeoff 1. Flaps 10° 2. Roll onto runway with aft yoke – minimum braking – do not stop 3. Check engine gauges, then direct complete attention outside of cockpit 4. Slowly add power. At approximately 50% power, begin reducing back pressure on yoke. Maintain less than full back pressure while increasing throttle to full power. 5. With back pressure reduced to avoid a tail strike, establish and maintain a pitch attitude that will transfer the weight of the airplane from the wheels to the wings as rapidly as practical (do not deliberately hold nosewheel off runway, and do not strike tail!) 6. Lift off at lowest practical airspeed, then lower the nose to level off while remaining in ground effect 7. While in ground effect, accelerate to 62 KIAS (VX) or 74 KIAS (VY) as appropriate for the climb 8. Pitch to VX or VY sight picture and climb at VX/VY 9. At safe altitude, retract flaps 10. “After Takeoff Checklist” out of 1,000' AGL Soft-Field.Takeoff.Profile Roll onto Runway with Aft Yoke • Flaps 10˚ • Minimum Braking - Do Not Stop • Check Engine Gauges • Slowly apply full power (5 sec) • Reduce back pressure Lift off at lowest practical airspeed Begin climb at vX / vy, as appropriate Maintain vX / vy “After Takeoff Checklist” if departing traffic pattern 1,000' aGl Remain in ground effect Retract flaps at safe altitude Power should be increased from idle to full over approximately 5 seconds, to give the pilot time to adjust back pressure on the yoke as the airplane accelerates. This method will prevent tail strikes. It also keeps the aircraft from lifting off too abruptly and climbing out of ground effect with insufficient airspeed. Do not deliberately hold the nose wheel off the runway during the takeoff roll, as this is not an ACS requirement. 38 arrival ProCEdurES SECTION 5 arrival ProCEdurES Summary of Final Approach Speeds & Flap Settings Approach type Speed (KiAS) Flap Setting Normal Visual 65 30° Gusty / Crosswind 70 + 1/2 gust factor 20° Short / Soft Field 61 30° Instrument (Precision) 80 10° Instrument (Non-Precision) 80, then 70 (out of MDA) 10°, then 20° (out of MDA) Cessna 172 landing Criteria • Plan and brief each landing carefully. • Enter the traffic pattern at TPA trimmed for 90 KIAS in level flight. (Landing profiles depend on this.) • Maintain a constant angle glidepath. • Whenever possible, fly the traffic pattern at a distance from the airport that allows for a power off landing on a safe landing surface in the event of an engine failure. • Maintain final approach speed until roundout (flare) 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 first third 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 arrival ProCEdurES 39 control inputs as the 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. When planning an approach and landing, decide on the type of approach and landing (visual or instrument, short- field, soft-field, etc.). Decide on the flap setting, the final approach speed, the aiming point, and where the airplane will touch down on the runway surface. Approach Briefing – Verbalize the Plan During the Approach Checklist, conduct an approach briefing. This organizes the plan and ensures effective communication between pilots. The briefing should be specific to each approach and landing, but presented in a standard format that makes sense to other pilots and instructors. iFr vFr Field Elevation Type of Approach NAV Frequency Course Glideslope Intercept or FAF Altitude Minimums Missed Approach Procedure Type of Approach & Landing Landing Runway Field Elevation Pattern Altitude Wind Direction & Speed Aiming & Touchdown Point Go-Around Criteria & Plan Example.VFR.Briefing Review the flap setting, aiming point, and touchdown point when established on downwind. "This will be a normal flaps 30° landing on Runway 16. Field elevation 600 feet, pattern altitude 1,600 feet. Aiming at the 3rd stripe before the 1,000' markings, touching down on the 1,000' markings. Winds are 180 at 10, slight right crosswind. Final approach speed 65 knots. If the approach becomes unstable, we'll go around and expect left traffic." This solidifies the plan between the student and instructor while visually identifying the aiming and touchdown points.  tiP: When approaching any airport for landing, have the airport diagram available prior to landing and familiarize yourself with your taxi route based on your destination on the field and the landing runway. 40 arrival ProCEdurES  tiP: Do not allow briefing the approach to distract you from ATC calls and traffic reports. Pilots must maintain situational awareness of the position of all traffic in the pattern. Spoken Callouts on approach Callout vFr or visual approach instrument approach “Before Landing Checklist” Before descending below TPA (abeam touchdown point, for pattern work) ½ dot below GS intercept (precision) or at FAF (non- precision) “1,000 to Go” N/A 1,000’ above MDA or DA “Approaching Minimums” N/A 100’ above MDA or DA “Minimums” N/A At MDA or DA “Stabilized – Continuing” or “Not Stabilized – Go Around” 200 feet AGL Mandatory go-around if not stabilized "Heels" Before touchdown, confirm heels are on the floor and toes are off the brakes Stabilized Approaches The Airplane Flying Handbook defines a stabilized approach as “one in which the pilot establishes and maintains a constant-angle glide path towards a predetermined point on the landing runway. It is based on the pilot’s judgment of certain visual clues and depends on maintaining a constant final descent airspeed and configuration.” Stabilized approaches significantly reduce the chance of landing mishaps. ATP requires a stabilized approach for all landings, both visual and instrument. Pilots should strive for a stabilized approach throughout their final descent to landing. However, each aircraft type also has a designated altitude by which it must be stabilized for the approach to continue to a landing. In the Cessna 172, the airplane must be stabilized by no lower than 200’ AGL. If the approach is not stabilized by that point, or if it becomes unstable later, a go-around is required. Conditions for a Stabilized Approach • Glidepath: Constant angle glidepath. Proper descent angle and rate of descent to land in the first third of the runway (approximately 350 FPM) must be established and maintained. All available landing aids (ILS, VASI, PAPI, etc.) must be used. • Configuration: Aircraft in landing configuration. Flaps and trim in final setting for landing. arrival ProCEdurES 41 • Airspeed: Airspeed stable and within ±5 knots of target speed (65 KIAS for normal flaps-30° landings, 70 KIAS for flaps-20° landings, 61 KIAS for short-/ soft-field landings) These parameters are not merely targets, they are mandatory conditions and limits. Any deviation at or beyond the beginning of the stabilized approach corridor at 200’ AGL requires a mandatory go-around. Aiming Point versus Touchdown Point The predetermined point on the runway that the constant-angle glide path leads to is called the aiming point. If the airplane continued the constant glide path and was not flared for landing, it would strike the ground at the aiming point. During an approach, this point can be visually identified by finding the spot on the runway that does not appear to move. Because the pilot reduces the rate of descent during the flare, the aircraft will touch down some distance further down the runway from the aiming point. This distance depends on the airplane’s speed, and proper speed control allows the pilot to anticipate the float distance. The pilot must choose an appropriate aiming point so that the airplane will touch down where desired, within the first third of the runway. Pilots should identify both the aiming and the touchdown point during the approach briefing. Pitch & Power on a Stabilized Approach Flying a stabilized approach requires careful control of pitch (with the elevator) and power (with the throttle). If the aircraft is near the constant-angle glidepath and the correct speed, make small corrections as follows to maintain the stabilized approach: Pitch for Glidepath Maintain the constant-angle glidepath to the aiming point by making pitch adjustments to keep the point stationary in the windshield. If the aiming point moves lower, pitch down, and if the aiming point moves higher, pitch up. Power for Airspeed Maintain the desired airspeed by making power adjustments. If the airspeed increases, reduce power, and if the airspeed decreases, add power.  tiP: If the airplane is properly trimmed, airspeed deviations will be small, and much of the pilot’s attention can be on maintaining the constant-angle glidepath to the aiming point. Most of the pilot’s scan should be outside the airplane, devoted to the aiming point and looking for traffic, with occasional instrument checks. 42 arrival ProCEdurES ATP teaches this method because it supports the stabilized approach concept. Changing pitch to correct airspeed deviations would take the airplane away from the constant-angle glidepath and destabilize the approach. Also, the same method can be used for both visual approaches and precision instrument approaches (during which the pilot uses pitch adjustments to keep the glideslope needle centered). Fixing.an.Unstabilized.Approach.(above.200’.AGL) Larger deviations from the desired airspeed and/or altitude may require a combination of pitch and power inputs to reach the stabilized approach path: Control input Energy Effect the airplane moves… Increase throttle More total energy Higher and faster Decrease throttle Less total energy Lower and slower Forward elevator Trade height for speed Lower but faster Aft elevator Trade speed for height Higher but slower A single throttle or elevator input affects both speed and altitude, so to change only one of those at a time, a mix of both elevator and throttle input is required. For example, if the aircraft is high but at the correct speed, combine decreased throttle with forward elevator. Both inputs make the plane move lower, but one makes the plane slower while the other makes it faster. With the right blend of power and pitch, the speed effects will cancel out. The size of the necessary corrections should get smaller as the aircraft descends. If the airplane is not on the stabilized approach path by 200’ AGL, a go-around is mandatory. Evaluating the Stabilized Approach On every approach, starting at 300’ AGL, the pilot must conduct a final stabilized approach check. This check, and the steps that follow, can be remembered with the acronym G-CASH: й Glidepath: Is the airplane on a constant-angle glidepath to land in the first third of the runway? й Configuration: Are final flaps and trim set? й airspeed: Is the airspeed within ±5 knots of the target speed? If the answer to any of these questions is no, then call out “Not stabilized - Go- around” and execute a go-around no later than 200’ AGL. But, if the answer to all three questions is yes, then continue the approach, with the following two callouts: • “Stabilized - Continuing” • “Heels" : Confirm that the pilot's heels are on the floor and toes are off the brakes, to ensure brakes are not applied at touchdown. arrival ProCEdurES 43 Braking technique Slowing the aircraft has two phases: aerodynamic braking, followed by wheel braking. Aerodynamic.Braking After touchdown, the aircraft will slow down from the effects of drag and friction with the runway. The pilot can increase this friction by applying back pressure to the flight controls (without lifting the nosewheel off the runway). Raising the elevator applies downforce to the tail, effectively increasing the aircraft’s weight and rolling resistance. This reduces the aircraft’s speed and the rollout distance. As the aircraft slows down, maintain centerline with rudder and gradually increase back pressure until doing so no longer tends to raise the nose. At this point, aerodynamic braking has been exhausted, and the pilot can move on to wheel braking. Wheel.Braking The pilot should shift their toes onto the top portion of the pedals, then gently apply the toe brakes. This application must be smooth and coordinated. Gradual brake application allows the pilot to feel how the airplane is responding and adjust inputs as necessary. Rapid or uneven brake application can cause excessive brake wear, damaged tires, or loss of aircraft control. Keep the aircraft on centerline with nosewheel steering. Once the aircraft has slowed to a safe taxi speed, apply taxi power and exit the runway at the next available taxiway. The.ABCs.of.Braking As an easy-to-remember rule, under normal circumstances, do not apply wheel brakes after landing until ABC: • aerodynamic Braking is no longer effective and elevator controls are neutralized, and • The aircraft is on Centerline. "laNdiNG aSSurEd" dEFiNitioN: For training purposes, landing is considered assured when the aircraft is lined up and will make the paved runway surface in the current configuration without power. 44 arrival ProCEdurES 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. Go-arounds are an essential part of normal flight operations, and a required maneuver in the Airman Certification Standards. They will be trained to proficiency early and reinforced often just like other required maneuvers. This applies to both new and experienced pilots. Attempting to salvage deficient landings by correcting floats, bounces, balloons, etc., rather than going around, is prohibited by ATP policy. Instructors should vigilantly monitor student approaches and landings, and should command go-arounds if any of the stabilized approach conditions are not met. Instructors should make every effort to avoid allowing a student to take an unstabilized approach close to the ground, requiring the instructor to take the controls and initiate a go-around. Students must also be taught to evaluate their own approaches for the stabilized approach criteria and make the go-around call if necessary, as they alone will be responsible for this during solos, crew cross-country operations, and checkrides. Gust Factor Slightly higher approach speeds should be used under turbulent or gusty wind conditions. Add ½ the gust factor to the normal approach speed. For example, if 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. Flap Setting The POH/AFM states: “Normal landing approaches can be made with power on or power off with any flap setting within the flap airspeed limits. 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 flap configuration and approach speed given the landing conditions. Slower approach speeds and increased flap settings allow for shorter landings, while faster approach speeds and reduced flap settings are preferred in turbulent/gusty conditions or with strong crosswinds. arrival ProCEdurES 45 At ATP, students are trained to perform normal landings using flaps 30°, per the Normal Landing profile located on page 31. Short-field and soft-field landings also require flaps 30°. Flap settings on power- off 180° approaches will vary depending on the current conditions. Seat Position Correctly positioning the seat exactly the same for each flight improves landing performance and safety. The fore-aft adjustment is correct when the heels are on the floor with the balls of the feet on the rudder pedals, not on the brakes. The feet should be at a 45° angle from the floor to the pedals and the pilot should be able to apply full rudder inputs without shifting their body weight. When braking is required, lift the foot from the floor 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, while still being able to see all flight instruments, for the best sight picture during landing.  tiP: Proper foot position helps prevent inadvertent brake application during landings and ground operations. Collision Avoidance Pilots need to obtain and maintain situational awareness of other aircraft in, entering, and departing the pattern BEFORE entering the High Traffic Collision Risk box. Review ATP's Collision Avoidance Philosophy Supplement for more information on mid-air collision risk mitigation. 46 arrival ProCEdurES traffic Pattern operations Pattern Briefings 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 90 KIAS (Approx. 2200 RPM) Established on downwind • Pattern Briefing 300' Below tPA • Turn Crosswind abeam touchdown Point • "Before Landing Checklist" • Resume Landing Profile (following pages) 90° 45° vX, vy Climb arrival ProCEdurES 47 Normal approach & landing 1. Complete the “Approach Checklist” before entering the airport area; devote full attention to aircraft control and traffic avoidance 2. Slow to 90 KIAS prior to entering downwind or traffic pattern 3. Enter the traffic pattern at published TPA (typically 1,000' AGL) 4. Complete the “Before Landing Checklist” when abeam the touchdown point 5. When abeam touchdown point, reduce power (approx. 1500 RPM) and select flaps 10˚ 6. Descend out of TPA at 80 KIAS 7. On base leg, select flaps 20°. Slow to and trim for 70 KIAS 8. When wings-level on final, select flaps 30° and slow to 65 KIAS. 9. Complete the GCASH check and make the stabilized approach vs. go-around decision no lower than 200' AGL.  tiP: Getting the ATIS, briefing 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 flights when maneuvering near an airport, get the ATIS, brief, and complete the Approach Checklist as soon as the decision is made to return to the airport. Don’t wait! Before Landing Checklist FUEL SELECTOR .....................................................................BOTH FLAPS .....................................................................................AS REQ MIXTURE ...................................................... FULL RICH / AS REQ CARB HEAT (carbureted models) ....................................................ON LANDING LIGHT .........................................................................ON 48 arrival ProCEdurES Normal.Approach.&.Landing.Profile No later than 15 Mi. from airport • "Approach Checklist" • Verify Traffic Pattern Altitude (Usually 1,000’ above field elevation) touchdown • On intended touchdown point • Within the first third of the runway • At minimum controllable airspeed (stall horn on) approx 10 Mi. from airport • Begin Slowing to 90 KIAS • Plan Descent to Enter Traffic Pattern in Level Flight at TPA (or Overflight Altitude as Appropriate) approx 5 Mi. from airport • Maintain 90 KIAS When Ready to Descend out of Pattern altitude • Complete the "Before Landing Checklist" • Reduce Power to Approx. 1500 RPM • Select flaps 10˚ • Descend out of TPA at 80 KIAS on Base • Select Flaps 20˚ • Slow to 70 KIAS on Final • Select Flaps 30° • Slow to 65 KIAS 90° 45° aiming Point touchdown Point rollout • Maintain Centerline Until Taxi Speed • Increase Crosswind Control Inputs as Airplane Slows * See "Stabilized Approaches" section on page 40. 300' • GCASH stabilized approach check 200' • "Stabilized - Continuing" or "Not Stabilized - Go Around"  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 flying the proper course and glidepath. NotE: If the pattern altitude is lower than the standard 1,000' AGL, run the Before Landing Checklist in its usual position relative to the runway. However, delay the start of descent until you can fly a normal descent path to the intended touchdown point. arrival ProCEdurES 49 No-Flap Approach & Landing Steps.1-4.are.identical.to.a.normal.approach.and.landing. procedure. 5. When abeam touchdown point, on extended base, or on extended final (when ready to descend out of pattern altitude): Reduce power to approx. 1300 RPM 6. Descend out of TPA at 80 KIAS 7. On base leg, slow to and trim for 70 KIAS 8. Complete the GCASH check and make the stabilized approach vs. go- around decision no lower than 200' AGL. 9. Maintain 70 KIAS until landing is assured, then slow to 65 KIAS until 10' to 20' above the runway No.Flap.Approach.&.Landing.Profile No later than 15 Mi. from airport • "Approach Checklist" • Verify Traffic Pattern Altitude (Usually 1,000’ above field elevation) touchdown • On intended touchdown point • Within the first third of the runway • At minimum controllable airspeed (stall horn on) approx 10 Mi. from airport • Begin Slowing to 90 KIAS • Plan Descent to Enter Traffic Pattern in Level Flight at TPA (or Overflight Altitude as Appropriate) approx 5 Mi. from airport • Maintain 90 KIAS When Ready to Descend out of Pattern altitude • Complete the "Before Landing Checklist" • Reduce Power to Approx. 1300 RPM • Descend out of TPA at 80 KIAS on Base • Slow to 70 KIAS on Final • Maintain 70 KIAS 90° 45° aiming Point touchdown Point rollout • Maintain Centerline Until Taxi Speed • Increase Crosswind Control Inputs as Airplane Slows Short Final (landing assured) • Slow to 65 KIAS until 10' to 20' above the runway * See "Stabilized Approaches" section on page 40. 300' • GCASH stabilized approach check 200' • "Stabilized - Continuing" or "Not Stabilized - Go Around"  tiP: A no-flap approach has a different sight picture than a normal, flaps 30˚ approach. Don't add airspeed beyond profile speeds to compensate for the different sight picture. This will lead to excessive float in ground effect. 50 arrival ProCEdurES Short-Field Approach & Landing Steps.1-9.are.identical.to.the.normal.approach.and.landing. procedure on page.47. 10. Slow to 61 KIAS on final when landing is assured 11. Close throttle slowly during flare – touch down on intended touchdown point with little or no floating 12. Prevent the nosewheel from slamming onto the runway 13. Retract the flaps after touchdown 14. Simulate and announce “Heavy Braking” for training and checkride purposes (while applying braking as required) Short-Field.Approach.&.Landing.Profile No later than 15 Mi. from airport • "Approach Checklist" • Verify Traffic Pattern Altitude (Usually 1,000’ above field elevation) touchdown • On intended touchdown point with little or no float • Within the first third of the runway • At minimum controllable airspeed (stall horn on) • Nose-high pitch attitude approx 10 Mi. from airport • Begin Slowing to 90 KIAS • Plan Descent to Enter Traffic Pattern in Level Flight at TPA (or Overflight Altitude as Appropriate) approx 5 Mi. from airport • Maintain 90 KIAS When Ready to Descend out of Pattern altitude • Complete the "Before Landing Checklist" • Reduce Power to Approx. 1500 RPM • Select flaps 10˚ • Descend out of TPA at 80 KIAS on Base • Select Flaps 20˚ • Slow to 70 KIAS on Final • Select Flaps 30° • Slow to 65 KIAS 90° 45° aiming Point touchdown Point (Minimal Floating) rollout • Maintain Centerline Until Taxi Speed • Increase Crosswind Control Inputs as Airplane Slows after touchdown • Prevent nosewheel from slamming down • Retract Flaps • “Heavy Braking” (Simulate and announce for training and checkride purposes) landing assured • Maintain 61 KIAS until 10' to 20' above the runway 300' • GCASH stabilized approach check 200' • "Stabilized - Continuing" or "Not Stabilized - Go Around" * See "Stabilized Approaches" section on page 40. To maintain a margin of safety during training, select a touchdown point no earlier than the beginning of the second centerline marking. arrival ProCEdurES 51 Soft-Field Approach & Landing Steps.1-9.are.identical.to.the.normal.approach.and.landing. procedure on page.47. 10. Slow to 61 KIAS on final when landing is assured 11. Upon roundout, slowly close the throttle while maintaining a few feet above the runway surface in ground effect. 12. Smoothly let the airplane settle from ground effect and touch down at minimum controllable airspeed (typically with the stall horn on). This allows for a slow transfer of weight from the wings to the main landing gear. 13. Maintain enough back pressure to keep the nose wheel slightly off the runway. (Excessive back pressure will result in an excessively nose-high attitude, which will cause a tail strike. The objective is to keep the weight off the nose wheel while slowing down.) 14. Continue to increase back pressure through the rollout while applying minimal braking. Soft-Field.Approach.&.Landing.Profile landing assured • Maintain 61 KIAS until 10' to 20' above the runway 300' • GCASH stabilized approach check 200' • "Stabilized - Continuing" or "Not Stabilized - Go Around" No later than 15 Mi. from airport • "Approach Checklist" • Verify Traffic Pattern Altitude (Usually 1,000’ above field elevation) touchdown • Smoothly on intended touchdown point • Within the first third of the runway • At minimum controllable airspeed (stall horn on) • Nosewheel slightly off runway approx 10 Mi. from airport • Begin Slowing to 90 KIAS • Plan Descent to Enter Traffic Pattern in Level Flight at TPA (or Overflight Altitude as Appropriate) approx 5 Mi. from airport • Maintain 90 KIAS When Ready to Descend out of Pattern altitude • Complete the "Before Landing Checklist" • Reduce Power to Approx. 1500 RPM • Select flaps 10˚ • Descend out of TPA at 80 KIAS on Base • Select Flaps 20˚ • Maintain 70 KIAS on Final • Select Flaps 30˚ • Slow to 65 KIAS 90° 45° aiming Point touchdown Point rollout • Maintain back pressure to keep nosewheel slightly off runway • Continue to increase back pressure throughout the rollout Increase Crosswind Control Inputs as Airplane Slows Slowly transfer weight from wings to main landing gear 52 arrival ProCEdurES Power-off 180° Accuracy Approach & Landing Steps.1-4.are.identical.to.the.normal.approach.and.landing. procedure on page.47. 5. Fly parallel to the runway, correcting for crosswind, with the runway about halfway up the wing strut. 6. When abeam touchdown point, smoothly reduce power to idle. 7. Maintain altitude while slowing to 75 KIAS, then descend out of TPA. 8. At approximately 10% below TPA (100 feet, for the standard 1,000’ TPA), turn base. 9. Begin evaluating distance from runway and wind conditions. Dissipate energy by: A. Squaring the base-to-final turn / lengthening the ground track. B. Increasing the flap setting. C. Slipping the aircraft. 10. Aim to be aligned with the runway by around 400’ to 500’ AGL. Stronger headwinds on final will require this to occur closer to the runway. 11. On final, maintain a constant descent angle (which will be steeper than for a power-on approach) to the aiming point, and an appropriate speed based on the flap setting: A. 0°: 75 KIAS. B. 10° to 30°: 65 KIAS. 12. When landing is assured, slow to 65 KIAS until 10’ to 20’ above the runway. A. Because the descent rate is higher than with power, begin the roundout slightly earlier to avoid hard landings  tiP: A slip can be increased or reduced throughout the approach to fine-tune the descent rate. By contrast, retracting flaps after they have been deployed is not recommended, as this often results in high sink rates as the lift the flaps generate is lost. When slipping, use aileron into the crosswind (if present), and monitor/ maintain the desired airspeed. Avoid slipping the aircraft with full flaps, as this can lead to elevator oscillation.  tiP: The aiming point and the touchdown point are NOT the same point. Aim about 200’ before the touchdown point to dissipate enough speed for a proper landing. arrival ProCEdurES 53 Power-Off.180°.Accuracy.Approach.&.Landing.Profile 90˚ Rollout • Maintain Centerline Until Taxi Speed • Increase Crosswind Control Inputs as Airplane Slows Touchdown • On Intended Touchdown Point • At Minimum Controllable Airspeed Short Final • When Landing is Assured Slow to 65 KIAS • Expect Early Roundout Abeam Touchdown Point • “Before Landing Checklist” • Reduce Power to Idle • Maintain Altitude, Slow to 75 KIAS • Begin Descent, Maintain 75 KIAS When Established on Downwind • Trim for 90 KIAS • Maintain Distance from Runway (halfway up wing strut) 10% Below TPA (900 AGL, for standard TPA) • Turn Base Cessna 172 Turning Final - Evaluate… High Flaps 20° Apply Slip Maintain Speed Low Maintain Flap Setting Slow to Best Glide Key Position - Evaluate… High Square Base/Final Flaps 10° Apply Slip Low Turn to Numbers Maintain Flap Setting Rollout - Evaluate… High Widen Base Leg Flaps 10° Low Tighten Base Leg No Flaps Slow to Best Glide On Final (400-500’ AGL) Maintain Constant Descent Angle to Aiming Point Evaluate: High Apply Slip as Needed Flaps 30° Low Slow to Best Glide If Still Low - GO AROUND! 54 arrival ProCEdurES Emergency Approach & Landing (Simulated) 1. Reduce power to idle. 2. Pitch for and then trim to maintain best glide speed (68 KIAS) 3. Select an appropriate emergency landing site. 4. Begin flying directly towards landing site. 5. Complete Engine Failure During Flight / Restart Procedures checklist. 6. Evaluate glide performance to confirm landing site can be reached. 7. Upon reaching landing site, spiral downwards at best glide. 8. Evaluate wind direction to determine best direction of approach. 9. Roll out of spiral heading downwind, abeam “midfield,” at approximately 1,500’ AGL. 10. Pass abeam intended touchdown point at approximately 1,000’ AGL. 11. Execute Power-Off 180° Accuracy Approach and Landing procedure as previously described. 12. Simulate the “On Final Approach” items on the Emergency Landing No Engine Power checklist. 13. If landing site is not an airport, or does not meet ATP runway requirements, add power and break off the approach no lower than 500’ AGL.  tiP: Keep the engine warm and cleared by occasionally advancing the throttle. If the simulated emergency approach will be taken to a landing on a runway, ensure that either the instructor or the student has complete control of the throttle during the landing, should a go-around become necessary. Crosswind approach & 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 traffic pattern, brief how your approach and landing will be different by acknowledging the wind direction, crosswind component, planned flap setting, and how your traffic pattern ground track will differ as a result of the winds. Gliding descent downward Spiral Power-off 180° arrival ProCEdurES 55 Flap.Setting The Cessna POH/AFM recommends using the “minimum flap setting required for the field length. If flap settings greater than 20° are used in sideslips with full rudder deflection, some elevator oscillation may be felt at normal approach speeds.” It is highly recommended that flap settings be limited to no more than 20° when the crosswind component exceeds 10 knots. Strong crosswinds may require reduced flap settings. While the maximum demonstrated crosswind component with full flaps is 15 knots, this increases to 20 knots at flaps 10°. 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 off the intended ground track. Turning final, adjust for the winds to not over- or undershoot the runway centerline. Control Technique ATP standardized landing technique for the 172 and the 172 POH/AFM recommend the wing-low method for best control. Establish a crab angle to maintain the proper ground track on final, then transition to the wing-low sideslip technique by no later than 200' AGL. 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 wing 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 172 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.  tiP: During windy conditions, adjust tu